Frankston Public Transport Connectivity...2020/06/16 · Executive Summary Key public transport...

Frankston Public

Transport Connectivity

Infrastructure Australia stage 2 submission

Long list ideas and multi-criteria analysis

16 June 2020

Ginevra Hosking

CEO Committee for Greater Frankston

Executive Summary

This report

Infrastructure Australia has listed improved public transport connectivity

to and through Frankston as national priorities. The Committee for

Greater Frankston is working with Infrastructure Australia to develop an

improvement plan.

As a first step the Committee for Greater Frankston set-up a regional

committee to provide high-level advice. This advisory committee drew-in

experts and policy makers in public transport working across the

Frankston and Mornington Peninsula municipalities: local politicians, the

heads of local council transport departments, business people as well as

representatives from our tertiary education institutions — Monash

University’s Peninsula Campus and Chisholm TAFE. They met almost

weekly over a ten week period to identify 23 significant improvements

and evaluate which of these will deliver the most benefit-for-buck.

The report you are reading details their findings and recommendations.

The central problem this report addresses

Frankston’s city centre is designated by Plan Melbourne 2017-2050 as

a major outer-suburban metropolitan activity centre: a central city hub

helping Melbourne to absorb its fast-growing population by providing

employment, housing and services for 400,000 south-east Melbourne

residents — a population equivalent to Canberra’s. Each metropolitan

activity centre is supposed to be well-served by public transport.

Yet there has been a drastic decline in Frankston commuters who want

to connect with their trains. Even though Frankston’s population is

steadily rising, Frankston Station rail patronage has more than halved in

a decade.

The central finding of this report is that public transport connections to

and through Frankston are undermining public transport travel throughout

the region.

As a result, the access our residents’ have to education, jobs, business

and health services is being severely limited. This adversely affects the

quality of our lives. It holds back job growth and limits potential. 1

Indeed, failing to improve public transport now will hold back the major job

creation projects on which our region’s future progress will rely — for

instance Chisholm TAFE’s Frankston campus (planned to become

Victoria’s largest vocational training facility) as well as Frankston’s growing

health and higher education precinct (which will house the National Centre

for Healthy Ageing research).

Key public transport insights

Extending the Frankston train line in to areas where more and more

families are moving is fundamental to any improvement. Without this

investment, the operation of the Frankston public transport network will

remain fundamentally flawed. (— pages 13-15 .) To maximise this

investment and the people who use it, faster and more comfortable ways

for commuters to connect with their trains is urgently needed.

Frankston is the closest ‘boarding point’ for Langwarrin and Mornington

Peninsula residents to catch trains to Melbourne. It plays this role poorly.

With just 416 commuter car parks to serve the 3,000 commuters who each

weekday access the station by car, the station car park is full by 6.19 am

each day. This hampers the ability of the city centre to perform its role as a

metropolitan activities centre that offers employment, higher density living,

education and government services. Nearby car parks are all taken by the

time most CBD workers arrive for work. Visitors then find it difficult to

access parking where they need to go, particularly on the retail strip.

Less visitors means less business in the city centre — by 2019 one-in-four

Frankston CBD commercial properties and one-in-five retail properties

were vacant, these figures are almost certainly higher now.

Buses are adding to this dysfunction. Twenty-six bus routes transit through

Frankston’s CBD, causing congestion in roads near Frankston Station.

Their low frequency means low patronage: it is not a way that people are

choosing to efficiently access the Frankston CBD and train station.

Executive Summary

Key public transport insights (continued)

To improve the connectivity of Frankston’s public transport, local bus, rail

and private vehicle networks must be better integrated.

Yet within the boundaries of the city centre and the Frankston Station

precinct, it will never be possible to provide sufficient commuter car

parking to meet ever-growing demand. Nor will the CBD be able to

accommodate a well-designed ‘turn up and go’ bus network that would

increase bus services and decrease waiting times to encourage people

to connect by bus to trains.

There is broad agreement that Frankston’s bus networks need to be

better optimised and more frequent to boost usage. However more buses

alone is not the answer.

This report recommends a number of initiatives that will maximise the

value in investing in the Frankston train line. Taken together, they create

dedicated ‘commuter connection hubs’ outside Frankston’s CBD and its

adjoining health and education precinct, and rework the transport

network around a new extended rail service backbone.

The recommended solution

Two rail extension design options are recommended by the

overwhelming majority of advisors.

Twin tracks to Langwarrin (Option 4): Duplicate and electrify 5.2 km of

track along the existing Stony Point rail corridor, past a new Leawarra

Station to a new Langwarrin Station.

• Estimated project cost for the twin tracks — $403 million*.

• Connects 37,000 residents from four established south-eastern

suburbs to Melbourne’s metropolitan rail network.

• Economic benefit — more than $572 million per year from the

provision of metro rail services between Frankston and Langwarrin.

Twin tracks to Baxter (Option 5): Duplicate and electrify 8 km of track

along the existing Stony Point rail corridor, past new Leawarra and

Langwarrin stations and on to Baxter Station.

• Estimated project cost for the twin tracks — $551 million*.

• Connects 48,000 residents from the area as well as providing a

metropolitan station in the Mornington Peninsula Shire to serve its

165,000 permanent residents.

• Estimated economic benefit is $572 million per year.

(Noting that the economic impacts of metro rail services in between

Langwarrin and Baxter have not yet been quantified)

Importantly each of these rail extension options:

• supports, at the minimum, a 15-minute train frequency on twin tracks;

• adds a new Leawarra–Monash campus station (— with an estimated

patronage that would place this station in the top 15 busiest suburban

stations); and

• moves the main commuter parking to a location outside Frankston’s CBD,

freeing up the city centre parking for other users.

These options are detailed on pages 23-25 and 33-34.

The mixed views of our Mornington Peninsula advisors is noteworthy.

Mornington Peninsula Shire Council supports option 4 to Langwarrin and

opposes option 5 to Baxter. The Committee for Mornington Peninsula has

neutral view on option 4 to Langwarrin and supports option 5 to Baxter, this is

explained in their accompanying letter on page 56.

2* Order of magnitude costs in this report have been estimated on a ‘comparative basis’ using publicly available information, an itemised list is included on pages 20-21

Executive Summary

Strongly recommended additional transport initiatives to

support the train line extension

To provide the people of regional Frankston with the incentives they

need to get out of their cars and on to buses and trains, the system

needs to better connect people with more efficient and accessible public

transport by providing:

• 2,000 commuter park and ride spaces (with provision for a further

2,000 spaces) and new bus interchange terminals at one or more

of the new Leawarra, Langwarrin and/or Baxter stations

(— see options 16 to 18 on pages 46 to 49.)

The discussion following option 18 about private development of a

new Leawarra station commuter parking was one of the most

contentious in the development of this report.

• Improved traffic management including additional intersection

lights, overpasses and road widening near proposed new stations

(— read more on page 23-25).

• Express timetabling, to reduce the time it takes to reach Melbourne

City to a level at which it is more attractive than driving a car

(— see option 23 on page 54). Of all the initiatives in this report,

express timetabling was the second-most highly supported initiative.

These initiatives could provide an estimated 57,000 workers across the

region with an ability to park their cars at or close to a train station and

walk onto a train platform at a station closer to their homes. As these

initiatives are designed to maximise commuter patronage, they will

substantially increase the social benefit achieved by any train line

investment.

Express timetabling deserves special attention. On its own, express

timetabling has no cost other than the work-hours to put a new system in

place. However it cannot be undertaken until an investigation is done into

how to make it happen. This will require a series of policy changes to

leverage existing infrastructure and other rail projects that are already

underway.

Government politics is presently blocking progress on this initiative. The

Federal Government has already assigned $1 million for this business

case (Frankston Express business case in the 2016 budget).

However the Victorian Government is yet to agree to undertake this

work. There is an urgent need both for the Frankston Express business

case to be prioritised for completion in 2020, and for this investigation to

be widened to include integrating an improved express service with the

proposed Frankston rail extension.

On the buses

Over three decades, stand-alone optimisation of Frankston’s bus network

has been regularly proposed, notionally attempted and repeatedly failed.

All too often the debate turns to a discussion that pivots on investment in

one alternative only: bus improvements versus rail improvements.

There is little appetite by the advisory committee to revisit that debate.

However the advisory committee is strongly in favour of a

complementary bus optimisation program that leverages a rail extension

to bolster public transport usage across the region

(— option 11 on page 41).

In Australia, transport experts generally recommend that greater

efficiency and higher bus frequency can be achieved by an integrated

network that optimises bus routes.

3

Executive Summary

On the buses (continued)

Advisory Committee members have different opinions as to what bus

optimisation looks like:

• Frankston Council wants to reduce congestion, eliminate bus layovers

at Frankston Station, and modify routes to run continuously, with

greater frequency and in both directions but retain the CBD as a major

bus destination with associated infrastructure improvement.

Cost: $60 million.*

• Mornington Peninsula Shire Council advocates strongly for more buses

on at least the six routes to and from the Peninsula, and for alterations

to these routes so that each passes by both Frankston Station, and one

of either TAFE/Frankston Hospital/Monash University. Depending on

the efficiency gains realised from the bus network optimisation, and

which of our region’s 23 bus routes require an increased frequency, the

additional ongoing cost of adding more buses to the Frankston network

could range in cost from $10 million to $138 million per annum.

A full bus route review is recommended to devise an optimised bus

network plan that works for everyone, assesses which routes demand

higher frequency, and plans for adequate bus transit interchange

infrastructure at each station. Noting however that additional frequency on

the oversubscribed 788 bus route is an immediate priority and remains

unactioned from the previous 2007 review.

And let’s not forget cycling and walking connections

The advisors also recommend ‘plugging the gaps’ in the nearby east–west

recreational cycling trails and integrating them into the public transport

network creating shared pedestrian–cycling paths between Monash

University’s Peninsula campus, Frankston Hospital, and Frankston’s CBD.

This option (option 19 on page 50 of this report) would also add a

sculpture trail near the proposed Langwarrin Station to link up the rail and

bicycle network with the region’s internationally recognised sculpture park

— McClelland Sculpture Park and Gallery.

Options excluded

During the option evaluation process, the advisors weighed up the benefits to be

gained by each initiative with the estimated cost.

They favoured options that were:

1.in the ‘near-term national interest’, and

2.scaled to a ‘doable’ and ‘pragmatic’ size.

Consequently the following three ideas were excluded from the scope:-

• An initial project assumption was that the Baxter rail extension would include

new stabling and maintenance facilities at Baxter. However the newly

constructed Kananook Stabling Yard adequately caters for Frankston line

network requirement for at least the next 15 years and, as such, any

additional investment in stabling can reasonably be deferred, and removed

from this scope.

• While the Victorian Government has a standing policy to not build level

crossings on new rail lines, the advisors acknowledged that grade separating

‘municipal road intersections’ on the existing Stony Point line are a lower

priority for the Level Crossing Removal Project (being done by the LXRA)

and, as such, the Frankston public transport program should only prioritise

grade-separating level crossings on arterial road intersections. The impacted

municipal road intersections can either be retained as boom gates, subject to

safety being adequately considered, or closed to vehicle traffic.

• A rail extension beyond Baxter to either the sizeable community of

Mornington and/or the growth community of Hastings has clear public

transport and further economic benefits. These two options ranked highly and

were conceptually appealing to the advisors. Mornington Peninsula Shire

Council advocates that Hastings should be the ultimate destination.

However, Advisor support for these two ideas was practically tempered by

what is realistic achievable today and, as such, it was thought that an

extension to either of these towns would best be considered as a future Stage

2 enhancement. In assessing rail extension options, the advisors expressly

preferred those that provided an ability to extend the line further into the

Mornington Peninsula should that need arise in the future.

4* Order of magnitude infrastructure costs are itemised on pages 20-21

Executive Summary

Lower-budget alternatives — single-track electrification

In making these recommendations, the advisory committee was well

aware that without State Government support and matched investment

for the Frankston train line extension, sufficient funding may not be

available for a twin-track service to Baxter. This could stop any extension

of the train line. The Federal Government therefore suggested to the

advisors that they consider lower-budget alternatives, which they did.

The rail extension is a project our community has needed for 90 years.

For the cost of a twin-track extension to Langwarrin, a single-track

extension to Baxter would be achievable, and a single track to

Langwarrin could be built for an even lower cost.

Single track to Langwarrin (Option 3 on page 34):

Electrify 5.2 km of existing track, past a new Leawarra Station to a new

Langwarrin Station.

Estimated project cost for the single track $276 million.

A regular 15-minute train service is regarded by the advisors as a

minimum service requirement to attract commuters to regular train travel.

A single track to Langwarrin supports a 15-minute service. However it

prevents a more frequent timetable operating on the Stony Point line

past Langwarrin and will not support a future stage-two extension to

Baxter, Mornington or Hastings.

Single track to Baxter (Option 7 on page 38):

Electrify 8 km of track along the existing Stony Point rail corridor past

Leawarra Station, to a new Langwarrin Station and on to Baxter.

Estimated project cost for the single track $440 million.

This option brings trains to the Mornington Peninsula but does not

support a regular, 15-minute train service, which (as we’ve said above)

the advisors believe is a minimum service requirement.

The strategic limitations in this design limit the train frequency to a 30-

minute timetable and the track could not be extended further down the

Mornington Peninsula in the future.

These lower-budget alternatives were not generally supported by advisors.

• Frankston Council supports a rail extension to Langwarrin with a frequent and

regular metropolitan service. It has expressed valid concerns that a commuter

park and ride at Langwarrin Station with just two trains per hour (a 30-minute

frequency) is not a compelling reason to stop commuters parking in Frankston’s

CBD where peak hour trains run every 10 minutes and the Langwarrin bus

leaves every 15 minutes.

• Mornington Peninsula Shire Council supports an electrified rail extension to

Langwarrin, but is opposed to a rail extension to Baxter. Stabling is one of the

Shire Council’s primary concerns. Its position also reflects strongly held view by

segments of their community who strenuously oppose suburban encroachment

into the Mornington Peninsula’s rural green wedge zones. Hence any extension

to Baxter could be divisive and receive mixed community reactions.

• Conversely the Committee for Mornington Peninsula believes the extension to

Baxter is a logical and significant first stage that will enhance modal interchange

and park & ride activities through a Baxter 'hub', facilitate more frequent Stony

Point rail services and open up the possibility of potentially reactivating rail

services to Mornington.

• Monash University and the Committee for Greater Frankston discounted these

two low-budget alternatives on the grounds that the reduced service frequency

undermines the benefits of a metropolitan rail service (for instance, the extra

waiting time makes it less appealing for Monash students). Considering the

infrastructure ‘whole-of-life’ cost, it was thought these options would require

continuous ongoing investment, which would disrupt travellers relying on the

service and, in the medium term, be more expensive.

It’s time to build train station car parks, fill the trains and run them fast to get

rail commuting in the Frankston region back on track.

For further detail and discussion, please read on.

5

Contents

Introduction and Methodology

Key transport insights

Evaluations and findings

Recommendations

Description of Ideas

Advisor submissions

Introduction

Improving public transport connectivity to, and through, Frankston was

recognised by Infrastructure Australia as a near-term national infrastructure

priority initiative and included on the national infrastructure priority list in

February 2020.

Frankston city centre is designated by Plan Melbourne 2017–2050 as a major

outer-suburban metropolitan activity centre providing employment and services

to 400,000 southeast Melbourne residents (a population comparable to

Canberra).

Weak public transport connectivity is hampering the region’s economic growth,

and transport has already become an acute constraint on our community’s

access to education, jobs, business and health services.

• Rail usage on the Frankston line is actually declining. Patronage has more

than halved in a decade, as residents cannot connect with it.

• Frankston’s CBD (the hub for employment and government services) is in

economic decline with office and shop vacancy rates of over 25%.

• Adjoining Frankston’s CBD, the health and higher education precinct is

expanding with a new $562 million, 11-storey Frankston Hospital

redevelopment; the Monash University/Frankston Hospital co-sponsored

National Centre for Healthy Ageing; and Chisholm TAFE’s expanded

Frankston campus, planned to become Victoria’s largest vocational training

facility. However, this precinct’s planning strategy has not considered the

public transport network required to move its rapidly growing cohort of

students, staff and patients.

Frankston and Mornington Peninsula transport challenges and future needs

are explained in further detail in the Stage 1 Infrastructure Australia

submission on improving Frankston’s Public Transport Connectivity.

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Methodology

Methodology

• Prepared with reference to the Infrastructure Australia Assessment Framework Practice

Guidelines and Checklists March 2018, the report you are reading identifies and assesses a

range of ideas to solve the immediate, and future, challenges of connecting with public

transport in Frankston.

• The Committee for Greater Frankston convened a bipartisan advisory committee that drew

in experts on public transport working across Frankston and the Mornington Peninsula

municipalities: local politicians, policy-makers, business people as well as representatives

from our tertiary education institutions: Monash University’s Peninsula campus and

Chisholm’s Frankston TAFE.

• The advisory committee met almost weekly over a 10-week period to identify 23 possible

solutions, from a diverse list of policy, regulatory reform, asset management and capital

investment ideas, and evaluate which of these will deliver the most benefit-for-buck. The

report includes:

• A scope and evaluation summary for each proposed ideas (including order of magnitude

cost estimates).

• A multi-criteria assessment of the ideas, evaluated against the benefit realised of four

assessment criteria agreed by the advisory committee:

transportation benefits, social benefits, economic benefits and estimated cost.

• Recommendations on which ‘public transport connectivity options’ should progress to

detailed cost-benefit analysis in Stage 3.

• It should be noted the advisory committee did not have access to the commonwealth-

funded, state-prepared Baxter rail extension preliminary business case while compiling and

evaluating these ideas. The federal government committed $3 million for a business case for

the Frankston – Baxter rail extension in 2014. Of which, an initial preliminary study has been

completed by the Victorian Government and is under assessment by the federal minister for

Population, Cities and Urban infrastructure at the time of the preparation of this report.

The preliminary study findings have not yet been publicly released.

8

Long list of options

Short list of options

2–3 detailed

options

Committee for Greater Frankston Board Frankston Public Transport Advisory Committee

Advisory Committee

The Committee for Greater Frankston sincerely thanks the following advisory committee members for their active engagement, expertise and

sound guidance in preparing this report.

Rod Evenden (Acting Chair) Director, White Cleland Lawyers

Board:

Pippa Hanson (Deputy Chair) CEO, The Sports Injury Clinic

Christine Richards Director, Valis Pty

Michael Crowder Director, Nichols Crowder

Peter Beale Director, Australian Unity Property

Matthew Baxter CEO, Copperfin Property Advisory

Trudy Poole Director, T&T Poole

Grahame Gordon Retired CEO multinational corp.

Leave of absence:

Kim Jackson (Covid-19) CEO, The Village Baxter

Fred Harrison (Retiring Chair) CEO, Ritchie’s IGA Supermarkets

CEO:

Ginevra Hosking Committee for Greater Frankston

Christine Richards (Chair) Committee for Greater Frankston

Federal government:

Peta Murphy MP Member for Dunkley

Majella Frick Office of Member for Dunkley

Senator David Van Senator for Victoria

Briony Hutton Office of Senator Van

State government:

Paul Edbooke MP Member for Frankston

Local government:

Tom Haines-Sutherland Mornington Peninsula Shire Council

Doug Dickins Frankston City Council

Health and education precinct:

Michael Watchorn Monash University Peninsula campus

Richard Pratten Chisholm TAFE

Frankston community:

Trudy Poole Committee for Greater Frankston

Matthew Baxter Committee for Greater Frankston

Regional community:

Hon Bruce Billson South East Melbourne (SEM)

Alina Tooley Committee for Mornington Peninsula

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Long list of ideas

1. Frankston rail extension without any level crossing removals

2. Frankston rail extension to Monash University Peninsula campus

3. Frankston rail extension to Langwarrin Station (single track only)

4. Frankston rail extension to Langwarrin Station (twin tracks)

5. Frankston rail extension to Baxter Station (twin tracks without stabling)

6. Frankston rail extension to Baxter Station (twin tracks with stabling)

7. Frankston rail extension to Baxter Station (single track with sidings)

8. Frankston rail extension to Mornington Station

9. Frankston rail extension to Hastings Station

10. Relocation of bus transit interchange

11. Optimising existing bus network (rail extension backbone)

12. Increase bus frequency

13. Frankston CBD car parking user permits

14. Increase (or decrease) CBD car parking prices

15. Increase CBD parking stock

16. Langwarrin park and ride

17. Baxter park and ride

18. Leawarra park and ride (private joint venture – Spotlight proposal)

19. Pedestrian–cycle access paths: CBD, Monash Uni linked to Baxter Trail

20. Pedestrian–cycle access paths: Nepean Hwy and surrounds

21. Frankston CBD circuit loop

22. Revised train timetable on Stony Point line

23. Revised express train timetable for Frankston to central Melbourne

Better

asset use

Governmental

reform

Regulatory

reform

✓

Rail extension ideas

Bus network ideas

Parking ideas

CBD movement ideas

Timetabling ideas

Capital

investment

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Agreed evaluation criteria

Weighting

Category – Evaluation Criteria

Connect Frankston residents by public transport (Popn: Karingal 13k, Langwarrin 24k, Frankston Sth 37k)

Feasibility

Transport benefit

realisation

Social benefit

realisation

Economic

impact*

Order of

magnitude

estimated cost

Is the solution practical and achievable within a realistic cost setting?

Will the community and stakeholders accept the proposed solution?

Boost local public transport usage for work trips (Census: Increase public transport trips to work from 2% to 10%+)

Reverse Frankston train line patronage decline (PTV: Fewer car commutes to Melbourne)

Connect Mornington Peninsula residents by public transport (Popn: Indirectly benefits 165k Morn Pen residents)

Affordability of transport (i.e. travel cost as % of minimum wage; price inflation)

Reduced travel time (i.e. average commute times)

Efficient asset usage (Usage of existing infrastructure, i.e. car parks, carriages)

Bring students/staff to TAFE, Monash campus and Frankston Hospital (GRP value: $111m* per annum)

Re-tenant vacant CBD commercial properties (GRP value: $344m* per annum)

Boost productivity of workers (GRP value: $117m* per annum)

Project cost

Ongoing cost

Infrastructure whole of life cost (Will significant ‘rework’ costs be incurred in the medium term)

Ongoing revenue

Equitable access (Adequate coverage for vulnerable residents)

Achievability tests

25%

25%

25%

25%

Does the solution adequately consider second-order transport connectivity / traffic management impacts?

Boost local public transport usage by students

Short-term economic stimulus to Frankston economy (Number of construction jobs, Victoria Skills First)

Confidence in service’s safety, reliability, amenity (Willingness to use public transport)

Cultural, lifestyle and community connectivity

Does the solution allow for upscaling in the future?

Network operational benefits (i.e. stabling and maintenance facilities)

Associated value capture; private or government partnerships

11* Note: The initial economic benefits were assessed between Melbourne, Frankston and Langwarrin.

The economic impacts of extending the metro rail services between Langwarrin and Baxter have not yet been quantified.

Contents




Recommendations


Advisor submissions


Frankston Station is the closest ‘boarding point’ for Langwarrin and Mornington Peninsula residents to

catch trains to Melbourne. It plays this role poorly.

With just 416 commuter car parks to serve the 3000 commuters who

each weekday access the station by car, the station car park is full by

6.19am each day.

This hampers the ability of the city centre to perform its role as a

metropolitan activities hub that offers employment, higher density

living, education and government services.

• Nearby car parks are all taken by the time most CBD workers

arrive for work.

• Visitors and shoppers then find it difficult to access parking near

where they need to go, particularly on the retail strip.

13

Frankston has too little station car parking for a train station at the end of a metropolitan line:

60% of cars parked at Frankston Station came from municipalities other than Frankston

Fewer visitors means less businesses and employment in the city centre..

By 2019 one-in-four Frankston CBD commercial properties and one-in-five

retail properties were vacant, these figures are almost certainly higher now.

… and poor rail connectivity means few commuters use the train.

Frankston Station rail patronage has halved in a decade.


Buses are adding to this dysfunction.

790

791

789

832

To Carrum Station

833400m catchment

760

778

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784

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788

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Twenty-six bus routes transit through

Frankston’s CBD, causing congestion in

roads near Frankston Station.

During weekday morning peak, Frankston Station

accommodates (on both sides) between 32 and

34 bus movements per hour.

Constraints of the existing Frankston Station

interchange infrastructure and Frankston’s CBD

traffic management configuration mean there is

almost no spare capacity to increase the

frequency of bus services on Frankston and

Mornington Peninsula routes even after

completion, in 2018, of the $13m Young Street

improvements project.

Low bus frequency means low patronage:

Buses are not a way that people are choosing to

efficiently access Frankston’s CBD and train

station.

The majority of Frankston and the Mornington

Peninsula’s local bus routes have an average

frequency of 40-plus minutes.

A well-designed ‘turn up and go’ network would

ideally target a reliable, 15-minute bus frequency

on most routes and require 100-plus bus

movements past Frankston Station per hour.

14

Frankston Station bus routes (as at April 2020)

Twenty-six bus routes

access Frankston Station

either via Young Street or

Fletcher Road.

Twenty-three of these are

local routes (shown) plus the

Skybus, the 901 Orbital

SmartBus and 970 Night Bus

(not shown).


To improve the connectivity of Frankston’s public transport, local bus, rail and private vehicle networks

must be better integrated. This relies on a rail extension past the growing health and education precinct

To improve the connectivity of Frankston’s public

transport, local bus, rail and private vehicle networks must

be better integrated.

Yet within the boundaries of the city centre and the Frankston

Station precinct, it will never be possible to provide sufficient car

parking to meet ever-growing demand.

Nor will the CBD be able to accommodate a well-designed ‘turn

up and go’ bus network that would increase bus services and

decrease waiting times to encourage people to connect by bus

to trains.

There is broad agreement that Frankston’s bus networks need

to be better optimised and more frequent to boost usage.

However, more buses alone is not the answer.

This report recommends a number of initiatives that will

maximise the value of investing in the Frankston train line.

Taken together, they create dedicated ‘commuter connection

hubs’ outside Frankston’s CBD and its adjoining health and

education precinct, and rework the transport network around a

new, extended rail service backbone.

Extending the Frankston train line to areas where more

and more families are moving is fundamental to any

improvement.

Without this investment, the operation of the Frankston public

transport network will remain fundamentally flawed.

To maximise this investment and better serve the people who

use it, faster and more comfortable ways for commuters to

connect with their trains are urgently needed.

15

Contents




Recommendations


Advisor submissions

Multi-criteria Assessment of long list ideas (Rail extension)

Advisers vigorously support improving Frankston’s public transport connectivity with a

twin-track rail extension past Monash University to Langwarrin (and potentially to Baxter)

Idea

Transportation

benefits

Social

benefits

Economic

benefits Cost estimate

Community

endorsement Future-proofed

Standalone/

Complementary

solution

1. To Baxter

(retaining all

crossings)

No Yes

Complementary

(not all LXings

must be removed)

2. To Monash

(twin track) Maybe Yes

3. To Langwarrin

(single track) Yes No Standalone

4. To Langwarrin

(twin track) Yes Yes Standalone

5. To Baxter (twin

track, no stabling) Yes Yes Standalone

6. To Baxter (twin

track, stabling) Maybe Yes Standalone

7. To Baxter (single

track, sidings) Maybe No

8. To Mornington

(twin track) Maybe n/a

9. To Hastings (twin

track, stabling) Yes n/a

Nil

Very high

Standard deviation:

<1σ,>1σ

17

Multi-criteria Assessment of long list ideas (Buses and parking)

… and new dedicated park and ride/s established outside Frankston CBD. New train

station interchange/s also enables optimisation of our regional bus network

Idea

Transportation

benefits

Social

benefits

Economic


Community


Standalone/

Complementary

solution

10. Relocate

Frankston bus

interchange

Maybe Yes Complementary

11. Optimise bus

regional network Yes Yes

Complementary

(rail extension and

new interchange)

12. Increase bus

frequency Yes Yes

Complementary

(more interchange

capacity)

13. User

restrictions on CBD

car parking

No Maybe Complementary

14. Increase CBD

car parking prices No No

15. Multi-deck car

parking in

Frankston CBD

Yes No Complementary

16. Langwarrin park

and ride Yes Yes Complementary

17. Baxter park and

ride No Maybe Complementary

18. Leawarra park

and ride (Spotlight) Maybe Maybe Complementary

Nil

Very high

Standard deviation:

<1σ,>1σ

18

Multi-criteria Assessment of long list ideas (Paths, CBD circuit and timetables)

Finishing Frankston’s east–west pedestrian–cycling trail and improving the express service

are relatively low-cost complementary projects that ‘boost the project’s benefit realisation’

Idea

Transportation

benefits

Social

benefits

Economic


Community


Standalone/

Complementary

solution

19. East–west

pedestrian–cycling

path linkage

Yes YesStandalone and

complementary

20. Nepean Hwy

pedestrian–cycling

path linkage

Maybe Yes Standalone

21. Frankston CBD

circuit loop No No

22. Revised Stony

Point timetable Yes Maybe

Complementary

(rail extension

boost frequency)

23. Frankston

express timetable Yes Maybe Standalone and

complementary

Nil

Very high

Standard deviation:

<1σ,>1σ

19

Order of magnitude costing estimate grid (Rail extension options)

The order of magnitude cost estimates in this report have been estimated on a ‘comparative basis’ using publicly available information on similar projects.

The preliminary findings from the $3m commonwealth-funded, state-prepared Frankston - Baxter rail extension business case have not yet been publicly released and

were not available to the advisory committee to assist in evaluating these public transport connectivity ideas.

The remaining Frankston - Baxter rail extension business case budget remains available to this project for completion of the detailed business case.

Idea 1 Idea 2 Idea 3 Idea 4 Idea 5 Idea 6 Idea 7 Idea 8 Idea 9

Estimation table ($million)

No LXR to

Baxter

to Monash to Langwarrin

(Single)

to Langwarrin

(Twin)

to Baxter

(No Stabling)

to Baxter

(Stabling)

to Baxter

(Single )

to Mornington to Hastings

Single line Duplicated Distance (km) 8 1.3 5.2 5.2 8 8 8 20 22

5 10 Track electrification (exc LXR) 80 3 21 42 60 50 40 140 160

Closure Pedestrian Boomgate Widening Small LXR Big LXR Level crossing removals

- 1 5 50 75 150 Playne St 50 50 50 50 50 50 50

- 1 5 50 75 150 Clarendon St (included in Moorooduc Hwy)_ n/a n/a n/a n/a n/a n/a n/a n/a n/a

- 1 5 50 75 150 Moorooduc Hwy, Frankston 5 150 150 150 150 150 150 150 150

- 3 5 50 75 150 Hillcrest Rd 5 5 3 3 3 5 3 3

- 1 5 50 75 150 Peninsula Link, Langwarrin 50 50 50 50 50 50

- 1 5 50 75 150 Robinson Rd 5 5 75 5 75 75

- 1 5 50 75 100 Golf Links Rd 5 100 100 5 100 100

- 1 5 50 75 100 Baxter-Tooradin Rd 5 100 100 100

- 1 5 50 75 100 Frankston-Flinders Rd, Baxter 100 100

- 1 5 50 75 100 Peninsula Link, Baxter 0

- 1 5 50 75 100 Sumner Rd 5

- 1 5 50 75 100 Moorooduc Hwy, Baxter 100

- 1 5 50 75 100 Wooralla Dr 75

- 1 5 50 75 100 Bungower Rd 100 100

- 1 5 50 75 100 Narambi Reserve 1

- 1 5 50 75 100 Watt Rd 75

- 1 5 50 75 100 Eramosa Rd 75

- 1 5 50 75 100 Park Lane 5

- 1 5 50 75 100 Tyabb Rd 75

- 1 5 50 75 100 Railway Rd 5

- 1 5 50 75 100 Driveways # 1730, 1750 10

- 1 5 50 75 100 Frankston-Flinders Rd, Hastings 100

- 1 5 50 75 100 Hodgins Rd 75

- 1 5 50 75 100 Cool Store Rd 75

- 1 5 50 75 100 High St 75

125 200 155 253 358 528 165 984 1,223

Closure

Minor

Station

Major

Station Stabling Sidings New Stations

8 Frankston extra platform 8 8 8 8 8 8 8

- 25 50 150 10 Frankston East Station 50 50 50 50 50 50 50 50 50

- 25 50 150 10 Langwarrin Station 50 50 50 50 50 50 50 50

- 25 50 150 10 Baxter Station 50 25 50 25 25 25

- 25 50 150 10 Mt Eliza Station 25

- 25 50 150 10 Mornington Station 50

- 25 50 150 10 Somerville Station 25

- 25 50 150 10 Tyabb Station 25

- 25 50 150 10 Hastings Station 50

- 25 50 150 10 Stabling 150 10 150

158 58 100 108 133 308 135 208 383

Order of magnitude cost estimate 363 261 276 403 551 886 340 1,332 1,766

Cost (m) /km of track 45$ 201$ 53$ 78$ 69$ 111$ 43$ 67$ 80$

20

Order of magnitude costing estimates grid (Associated projects)

21

Idea 10 Idea 15 Idea 16a Idea 16b Idea 17 Idea 18 Idea 19 Idea 20

Bus

Interchange

in Frankston

Frankston

CBD

Multideck

Langwarrin

Park & ride

Langwarrin

Park & ride

(low budget)

Baxter Park

&ride

Monash

Multideck

Baxter trail

cycle path

Nepean Hwy

beach trail

cycle path

Car Parking options

Number of Spaces 1200 4000 2000 2000 1500

Number of Storeys 3 1 1 7 3

CBD- Monash 2,000 22,500 500 1,500 25,000 Land - 12 12 4 45

CBD- Frankston Station 2,000 36,666 416 1,500 25,000 Cost of Construction 30 6 3 50 38

Langwarrin (Bayside) 60 202,400 4,498 1,500 25,000 Overpass (Bus bridge into park & ride) 40 5

Baxter 300 12,393 275 1,500 25,000

Langwarrin (Telstra) 72 50,600 1,124 1,500 25,000

30 58 20 54 83

Traffic light

major

Traffic light

minor

Road

Upgrade

(/km)

Road

Duplication

(/km)

Bike path

(/km)

Street

scape

(/km) Traffic management improvements

KM of road-path 3 2 2 4 1 4.2 1.5

No of traffic lights 4 1 1 1 4 1 n/a n/a

7 3 3 5 1 8 In CBD 36 7 9 11

7 3 3 5 1 8 Near Power Centre 12

7 3 3 5 1 8 McClelland Drive 17 17 3

7 3 3 5 1 8 Robinson Rd 2.5 3 10

7 3 3 5 1 8 Sages & Fulton Rd 24

36 7 20 20 34 12 12 11

Bus interchange

Land (per

m2)

Land size

(m2)

Traffic mgt

cost per

hourly bus

movement

Open air

terminal

Undercov

er

terminal Bus interchange terminal

Number of Bus movements per hour 100 20 15 15 30 20

major 2,000 36,666 1 5 10 Land

minor 72 50,600 0 5 10 Construction 60 10 10 25 20

60 0 10 10 25 20 0 0

Multideck

(per

At grade

parking

Number of

parks at

Land size

(m2)

Land cost

(per m2)

The order of magnitude cost estimates in this report have been estimated on a ‘comparative basis’ using publicly available information on similar projects.

Contents




Recommendations


Advisor submissions

Adviser-recommended rail extension options:

Duplicate and electrify the train line to either Langwarrin or Baxter with commuter park and rides,

bus terminals and pedestrian–cycling paths recommended

• Frankston rail extension (Idea 5) to Baxter with twin tracks

(minimum 15-minute service) and level crossings removed from,

at least, arterial road intersections. Cost: $551m

• A Langwarrin Station commuter park and ride (Idea 16) with

2000-plus car spaces, an overpass and traffic works at McClelland

Drive Cost: $73m; a 2000-space multi-deck park and ride at Baxter

(Idea 17)* with traffic works at Robinsons, Sages and Fulton roads

Cost: $88m and two new bus interchange terminals. Cost: $20m

• Leawarra Station should be relocated next to Monash University

and must incorporate a safe, well-lit, easterly pedestrian–cycling

path (Idea 19) over Moorooduc Highway connecting the new

station and Monash University to Frankston’s CBD and beach via

Frankston Hospital. Cost: $12m

• Connects 48,000 residents from the area and provides a metro train

station on the Peninsula. Economic benefit of $572m per year.

• Supported by most advisers but not Mornington Peninsula Shire.

• Frankston rail extension (Idea 4) to Langwarrin with twin tracks

(minimum 15-minute service) and level crossings removed from,

at least, arterial road intersections. Cost: $403m

• A Langwarrin Station commuter park and ride (Idea 16) with

4000-plus car spaces, an overpass and traffic works at McClelland

Drive Cost: $77m and a new bus interchange terminal. Cost: $10m

• Leawarra Station should be relocated next to Monash University

and must incorporate a safe linkage over Moorooduc Highway

connecting to upgraded easterly pedestrian–cycling paths

(Idea 19) into Frankston’s CBD and beach via Frankston Hospital

and westerly to Langwarrin. Cost: $12m

• Connects 37,000 residents, from four established suburbs to

Melbourne’s rail network. Economic benefit of $572m per year.

• Supported by the overwhelming majority of advisers and is

future-proofed for a further Baxter rail extension and/or more

stabling when required.

Option 4. Langwarrin twin tracks

Total estimated cost $503m

Option 5. Baxter twin tracks (no stabling)

Total estimated cost $757m

* Assumes MP

Shire changes its

policy to support

the use of its

Baxter land for

car parking and a

second bus

interchange.

23

Option 4. Langwarrin twin tracks

$403m for twin-track electrification to Langwarrin, two new stations, removing Moorooduc Hwy crossing;

$100m for car parking, bus terminus, traffic improvements and shared paths

Karingal Hub

MonashUni

Frankston Hospital

McClelland Gallery

Frankston

High Sch

McClelland College

Frankston Stationand car parking

500m

Fra

nkst

on fr

eew

ay`

Twin-track electrification

(min. 15-minute service)

Cost: $153m

New Langwarrin

Station

Cost: $50m

New Leawarra

Station

Cost: $50m

Moorooduc Hwy

crossing removal

and overpass

Cost: $150m

McClelland Drive

sculpture trail

(missing linkage)

Cost: $3m

4000-space

park & ride

and overpass

Cost: $58m

Bus interchange

Cost: $10m Option for futuremetro rail extension/s

Monash to CBD

shared path

Cost: $9m

Bus network

optimisation

Cost: $10–138m per year

Transit-oriented

development

Cost: n/a

Improved city

express service

Cost: n/a

Complementary projects

for further investigationMcClelland Drive

& Robinsons Rd

traffic works

Cost: $20m

24

Option 5. Baxter twin tracks

$551m for twin-track electrification to Baxter, three new stations, removing two arterial road crossings;

$206m for car parks, bus terminals, traffic improvements and shared paths

MonashUni

Bus network

optimisation


Transit-oriented

development

Cost: n/a

Improved city

express service

Cost: n/a

Monash to CBD

shared path

Cost: $9m

Moorooduc Hwy

crossing removal

and overpass

Cost: $150m

New Leawarra

Station

Cost: $50m

Twin-track electrification

(min. 15-minute service)

Cost: $176m

McClelland Drive

sculpture trail

(missing linkage)

Cost: $3m

McClelland Dr

& Robinsons Rd

traffic works

Cost: $26m

New Langwarrin

Station

Cost: $50m

Golf Links Rd

crossing removal

Cost: $100m

Sages Rd

& Fulton Rd

traffic works

Cost: $24m

New Baxter

Station

Cost: $25m

2000-space

park & ride

and overpass

Cost: $55m

Langwarrin bus

interchange

Cost: $10m

2000-space

multi-deck

park & ride*

Cost: $54m

Baxter

bus terminal*

Cost: $25m

* Assumes Mornington

Peninsula Shire

supports use of its

Baxter land for this

purpose

25


for further investigation

NOTE: This option is

supported by Committee

for Mornington

Peninsula but not

Mornington Peninsula

Shire Council

Complementary projects recommended for further research and investigation:

Additional benefits may be realised through complementary projects to: optimise the bus network,

integrate express timetabling, and/or a value-capture transit-oriented development

• Spotlight’s transit-oriented urban

development (Idea 18) may complement the

rail extension with extra parking, affordable

housing and/or offices.

Cost: PPP

• This TOD was the most divisive proposal

discussed (see discussion on pages 48–49).

• Advisers recognised that they didn’t have

sufficient detail to adequately evaluate this

proposal’s strategic planning and transport

merits. This is usually the role of local council

planners and traffic experts. However, no town

planning development application has yet

been submitted to trigger these evaluations.

• These investigations need to be undertaken

before decisions to support or oppose

Leawarra station commuter parking are

finalised.

▪ Fill the outer suburban trains and then run

them fast. (Idea 23) Cost: n/a

▪ This proposal is for a policy change, not a

request for more infrastructure. It aims to

improve the quality and frequency of peak-

hour express services by leveraging existing

and underway rail projects so residents can

easily connect with a train at Langwarrin

going express to Melbourne.

▪ Express timetabling relies on:

Additional car parking at Langwarrin (Idea

16) and/or Baxter (Idea 17).

Level crossing removals to speed up trips

and allow more trains per hour.

Signal upgrades on the third track.

The Melbourne Metro Tunnel, which will

remove the bottleneck between Richmond

and Flinders Street stations.

The Suburban Rail Loop connection at

Cheltenham.

• The Federal Government has already

assigned $1 million for this business case

(Frankston Express business case in the 2016

budget).

However the Victorian Government is yet to

agree to undertake this work. There is an

urgent need both for the Frankston Express

business case to be prioritised for completion

in 2020, and for this investigation to be

widened to include integrating an improved

express service with the proposed Frankston

rail extension.

• Optimisation of the Frankston and Mornington

Peninsula bus network (Idea 11) Cost: n/a is

dependent on the Frankston rail extension.

(Ideas 3–5)

• In Australia, transport experts generally

recommend that greater efficiency and higher

bus frequency can be achieved by an

integrated network that optimises bus routes.

Advisory committee members have different

opinions about what bus optimisation

objectives should be prioritised:

• Frankston Council wants to reduce congestion,

eliminate bus layovers at Frankston Station,

and modify routes to run continuously,

frequently and in both directions but retain the

CBD as a major bus destination, requiring an

undercover bus interchange (Idea 10) . Cost:

$60 million.

• Mornington Peninsula Shire Council advocates

for more buses (Idea 12) and for these routes

to pass via both Frankston Station/TAFE and

Frankston Hospital/Monash University. Cost:

$10m–$138m per annum

A full bus route review is recommended to

devise an optimised bus network plan that

works for everyone, assesses which routes

demand higher frequency, and plans for

adequate bus transit interchange infrastructure

at each train station.

Bus network optimisation Transit-oriented development partnershipExpress timetabling

26

Contents




Recommendations


Advisor submissions

Ideas

Rail extension ideas

Bus network ideas

Parking ideas

CBD movement ideas

Timetabling ideas

1. Frankston rail extension without any level crossing removals

2. Frankston rail extension to Monash University Peninsula campus

3. Frankston rail extension to Langwarrin Station (single track only)

4. Frankston rail extension to Langwarrin Station (twin tracks)

5. Frankston rail extension to Baxter Station (twin tracks without stabling)

6. Frankston rail extension to Baxter Station (twin tracks with stabling)

7. Frankston rail extension to Baxter Station (single track with sidings)

8. Frankston rail extension to Mornington Station

9. Frankston rail extension to Hastings Station

10. Relocation of bus transit interchange

11. Optimising existing bus network (rail extension backbone)

12. Increase bus frequency

13. Frankston CBD car parking user permits

14. Increase (or decrease) CBD car parking prices

15. Increase Frankston CBD parking stock

16. Langwarrin park and ride

17. Baxter park and ride

18. Leawarra park and ride (private joint venture – Spotlight proposal)

19. Pedestrian–cycle access paths: CBD, Monash Uni linked to Baxter Trail

20. Pedestrian–cycle access paths: Nepean Hwy and surrounds

21. Frankston CBD circuit loop

22. Revised train timetable on Stony Point line

23. Revised express train timetable for Frankston to central Melbourne28

The Victorian Government via its Level Crossing Removal Authority (LXRA) has committed to removing 75 priority level crossings across Melbourne by 2025. State Government policy is that all new rail lines be constructed without level crossings. While officially part of the metropolitan rail network, as yet no crossings on the Stony Point line have been prioritised for removal.The Stony Point line has two grade separations – an underpass at Playne St in Frankston and the Peninsula Link bridge at Langwarrin (which would require widening for rail duplication).All other crossings have signals and boom gates. Given Moorooduc Highway’s high traffic volumes, train frequency on the Stony Point line cannot be increased without, at least, the removal of this level crossing, which would also open up pedestrian access to Monash University’s Peninsula campus.

With the notable exception of Moorooduc Highway, level crossings in this area arguably need not be removed to improve Frankston public transport services. Many of the area’s existing road intersections could be closed off and/or remain as at-grade signal crossings, even when train frequency is increased. Removing these level crossings is a policy-driven decision, not a transport system imperative. Electrifying rail infrastructure ‘at-grade’ is a significantly cheaper design option than grade-separation alternatives, but far less strategic.

Infrastructure Australia has also recognised the LXRA program as a near-term national infrastructure priority initiative (Infrastructure Priority List Feb 2020, page 136) and as such may see strategic merit in combining both initiatives.

Adequate public consultation prior to local road closure is critical.

Long list idea 1: Frankston rail extension with no level crossing removals

While not a strategic approach, and contrary to State Government policy, infrastructure

costs are reduced if fewer level crossings are removed

Proposed solution

Transportation connectivity and economic impacts

▪ The objective of this initiative is to improve public transport

connectivity in the greater Frankston region and, importantly,

provide better access to the Melbourne metropolitan rail network.

▪ Removing level crossings on the Stony Point line may be an

incidental project benefit that fits within Victoria’s broader

rail network strategy, however these crossing removals should

not be seen as a limiting constraint to the cost/benefit ratio of

delivering improved public transport services to the region.

▪ Where road traffic volumes do not justify the removal of level

crossings on the Stony Point line, the crossings could practicably

be retained as at-grade intersections with signalling and boom

gates or, alternatively, closed.

▪ This is not a preferred outcome and would have severe

traffic management impacts on arterial intersections at

Moorooduc Hwy and Golf Links Rd.

Order of magnitude cost estimate

▪ Removal of each level crossing costs in the order of

$100–$150m and $75–$50m to widen an existing crossing.

(Ref estimation grid.) Any crossings retained ‘at-grade’

represent a substantial cost saving.

▪ For instance, a policy change that allows a duplicated rail

extension to Baxter without any new crossing removals would

cost $363m saving approximatey one third of the project cost.

▪ At-grade construction can be achieved by either:

1. Retaining the existing signal crossing, with rail traffic taking

precedence over road traffic. (This solution is most applicable

on arterial roads through green wedge areas near Baxter.) OR

2. Closing the intersection to road traffic and rerouting local

traffic onto main arterials. (This could be considered for local

roads such as Clarendon St and Hillcrest Rd.)

Background

Key issues

29

Monash Peninsula is the university’s most car-dependent campus, with over 75% of students and staff relying on cars.

Monash Uni privately funds a student shuttle to take students the 1.2km to Frankston Station, but it is a limited service, as is the frequency of the Stony Point diesel train service.

Better public transport alternatives are critical to accommodate the forecast growth of student numbers at this campus.

Electrify and duplicate the existing Stony Point rail line over Moorooduc Hwy to Leawarra Station to connect Frankston’s health and education precinct with Frankston’s CBD.

This extension potentially requires up to two crossing removals, Moorooduc Hwy and Clarendon St. (Ref estimation grid.)

Relocating Leawarra Station closer to Monash University as part of crossing removals would improve the east–west pedestrian connection between the university, hospital, TAFE and Frankston’s CBD.

Frankston’s lack of commuter parking will be repeated at the new university station precinct if better bus services as well as park and ride alternatives are not considered.

Long list idea 2: Frankston rail extension to Monash University Peninsula campus alone

Commuter car parking pressure will extend further into the growing health and education precinct

Proposed solution


▪ An additional 10,000 Frankston East residents will gain

access to Melbourne’s metropolitan train service, eliminating

4600 car trips per day and boosting productivity by $36m

per annum.

▪ A new Monash Peninsula station could attract a ridership of

up to 4600 daily passengers* making it one of the metropolitan

network’s top 15 busiest suburban stations. To the north, six

times more staff and students would be able to access the

campus within a 60-minute train trip (occupying currently empty

return-trip carriages) and enabling an additional $111m in

local economic activity per year.

▪ This solution will not address the inadequacy of public transport

services further to the southeast including at Karingal and

Langwarrin, and throughout the Mornington Peninsula.

Hence, commuter car parking pressure will continue to

hamper economic activity in Frankston’s CBD and, in all

likelihood, parking will become an increasing issue for the

TAFE, university and hospital.


▪ Electrification and duplication of the line to Monash Peninsula

campus is likely to cost $261m (Ref estimation grid.)

▪ An additional station is unlikely to materially increase operating

costs on the Frankston line as the cost could be absorbed in

existing waiting times and ‘against-peak passenger flows’.

▪ Value-capture developments (i.e. Spotlight proposal) could be

incorporated to partially offset associated project costs.

Background

Key issues

* Monash Peninsula Campus Access & Transport Connectivity Study, Hale 2018 30

Residents of the populous suburbs of Frankston Heights, Lakewood, Karingal and Langwarrin are overwhelminglycar-dependent for work and accessing services, even though the Stony Point line runs through this area.

The original Langwarrin Station closed in 1981, leaving these communities without access to the rail network.

Electrify the first 5.2km of single track along the existing Stony Point rail corridor, past a Monash Peninsula campus station to a new Langwarrin Station.

Electric trains on a single track would complete this round trip inapprox 12 mins, enabling up to 4 trips per hour.

A single-track extension with up to four trips per hour would meet the requirements for a regular rail service past Monash University and into the four suburbs.

However, this option fixes Langwarrin as the permanent end of the line, and would prevent future metropolitan rail extensions to the Mornington Peninsula.

Langwarrin Station would become a major regional transit interchange hub and would have ample commuter parking and the regional bus terminus. Traffic management impacts will be a consideration along McClelland Drive.This extension potentially requires up to three crossing removals: Moorooduc Hwy, Clarendon St and Hillcrest Rd. (Ref estimation grid.)

Long list idea 3: Frankston rail extension to Langwarrin Station (single track only)

Single-track electrification provides an adequate train service only up to Langwarrin Station. Beyond

Langwarrin, 15-minute train schedules can’t operate on a single track

Proposed solution


▪ Single-track electrification beyond Langwarrin to Baxter has

a service frequency of greater than 15 minutes and as such this

design fixes Langwarrin as the permanent end of the line.

▪ An additional 37,000 residents of Frankston Heights, Lakewood,

Karingal and Langwarrin gain direct access to Melbourne’s

metropolitan train service, eliminating 16,000 car trips

per day and boosting productivity by $117m per annum.

▪ A new Monash Peninsula Station could have a ridership of up to

4600* (one of the 15 busiest suburban stations in Melbourne). Six

times more staff and students to the north could ‘reverse

commute’ to Frankston’s health and education precinct in under

an hour, supporting $111m in local economic activity.

▪ Affordable land ($48/m2) is available for commuter park and

rides at Langwarrin, freeing up Frankston CBD parking for other

users and supporting revitalisation programs worth $344m.

▪ Langwarrin Station is a less congested ‘bus–train transit’ location

allowing frequency improvement to the bus network servicing

Langwarrin, Frankston South and the Mornington Peninsula.

▪ The diesel Stony Point train would terminate at Langwarrin,

not Frankston Station, but could operate more frequently.


▪ Electrification without duplication of 5.2km of train line to

Langwarrin would likely cost $276m. (Ref estimation grid.)

▪ Traffic management around McClelland Drive will require

additional street modification and traffic signalling of approx $20m.

▪ By reconfiguring the timetable to end the ‘stopping all stations

trains at Frankston’ and allowing ‘Frankston express trains’ to

run to Langwarrin (up to 4 per hour), the new line could

be integrated without materially increasing operational costs.

▪ Value-capture developments (i.e. Spotlight and Bayside College)

could be incorporated to partially offset project costs.

Background

Key issues


Langwarrin single-track, lower-cost option, 15-minute service

$276m for single-track electrification to Langwarrin, two new stations, removing Moorooduc Hwy

crossing; $62m for car parking, bus terminus, traffic improvements and shared paths

Karingal Hub

MonashUni

Frankston Hospital

McClelland Gallery

Frankston

High Sch

McClelland College

Frankston Stationand car parking

500m

Fra

nkst

on fr

eew

ay`

Single-track electrification

(max. 15-minute service)

Cost: $66m

New Langwarrin

Station

Cost: $30m

New Leawarra

Station

Cost: $30m

Moorooduc Hwy

crossing removal

and overpass

Cost: $150m

McClelland Drive

sculpture trail

(missing linkage)

Cost: $3m

Monash to CBD

shared path

Cost: $9m

2000-space

park & ride

with boom gate

Cost: $20m

Bus interchange

Cost: $10m

NOTE: The service frequency is capped at a

maximum of 4 trains per hour. While this option

delivers a 15-minute service, it should be noted that

advisers were circumspect about the ‘short-

termism’ of this design option and that it would

hamper any proposed future rail extension.

Bus network

optimisation


Transit-oriented

development

Cost: n/a

Improved city

express service

Cost: n/a


McClelland Dr

& Robinsons Rd

traffic works

Cost: $20m

32

Residents of the populous suburbs of Frankston Heights, Lakewood, Karingal and Langwarrin are overwhelminglycar-dependent for work and accessing services, even though the Stony Point line runs through this area.The original Langwarrin Station closed in 1981, leaving these communities without access to the rail network.The federal government has committed $225m for the electrification and duplication of the Frankston to Baxter line.

Duplicate and electrify5.2km of track along the existing Stony Point rail corridor, past a Monash Peninsula campus station to a new Langwarrin Station.

Electric trains on parallel tracks could provide a 5-minute service in eachdirection if required.

Duplication and electrification to Langwarrin would bring metropolitan-grade rail services past Monash Uni and Karingal with up to a 5-minute service in each direction, if required. Strategically this design solution would not preclude a future extension. Langwarrin Station would become a major regional transit interchange hub incorporating ample commuter parking and the regional bus terminus. Traffic management would be a consideration for McClelland Drive.

This extension potentially requires up to three level crossing removals: Moorooduc Hwy, Clarendon St and Hillcrest Rd (Ref estimation grid) and two crossing duplications at Playne St and Peninsula Link.

Long list idea 4: Frankston rail extension to Langwarrin Station (twin tracks)

Connects Langwarrin to metropolitan rail services as a Stage 1 solution

Proposed solution


▪ This twin-track design has no frequency limitations and could

be extended to Baxter in the future.

▪ An additional 37,000 residents of Frankston Heights,

Lakewood, Karingal and Langwarrin gain direct access to

Melbourne’s metro train service, eliminating 16,000 car trips

per day and boosting productivity by $117m per annum.


4600* (one of the 15 busiest suburban stations in Melbourne).

Six times more staff and students to the north could ‘reverse



▪ Affordable land ($48/m2) is available for commuter park and

rides at Langwarrin, freeing up Frankston CBD parking for other

users and supporting revitalisation programs worth $344m.

▪ Langwarrin Station is a less congested ‘bus–train transit’ location

allowing frequency improvement to the bus network servicing

Langwarrin, Frankston South and the Mornington Peninsula.

▪ The diesel Stony Point train would terminate at Langwarrin,

not Frankston Station, but could operate more frequently.


▪ Electrification and duplication of 5.2km of line to Langwarrin

would likely cost $403m. (Ref estimation grid.)

▪ Traffic management around McClelland Drive will require extra

road modifications and traffic signalling of approx $20m.

▪ The extension increases track length by approx 10%, which

would impact operational costs. However, all trains terminating

at Langwarrin would be offset by higher patronage revenue.

▪ Value-capture developments (i.e. Spotlight and Bayside College)

could be incorporated to partially offset project costs.

Background

Key issues


Car dependency is also an issue for 165,000 Mornington Peninsula Shire residents. The shire’s major population centres on Port Phillip Bay are not connected to the rail network.Baxter is a centrally accessible location in the north of the municipality that could serve as Mornington Peninsula Shire’s main transportation hub, although the shire is opposed to development in green wedge areas surrounding Baxter.The federal government has committed $225m for the electrification and duplication of the Frankston to Baxter line.

Duplicate and electrify 8km of track along the existing Stony Point rail corridor, past a Monash Peninsula campus station, a new one at Langwarrin and on to Baxter Station. This design could support a 5-minute service in each direction, if required.

Baxter Station and a new regional transit hub/commuter car park would be accessible from Peninsula Link via Golf Links Rd. It would directly service the Frankston South and Mt Eliza catchment. Traffic management would be a consideration along Sages Rd,McClelland Drive, Robinsons Rd and Fulton Rd.

This extension potentially requires up to five crossing removals: Moorooduc Hwy, Clarendon St, Hillcrest Rd, Golf Links Rd andRobinsons Rd (Ref estimation grid) and two crossing duplications at Playne St and Peninsula Link.

Long list idea 5: Frankston rail extension to Baxter Station (twin tracks without stabling)

Connects Baxter to metropolitan rail and provides Mornington Peninsula with interchange terminus

Proposed solution


▪ This twin-track design has no frequency limitations and could

be extended further down the Mornington Peninsula in future.

▪ About 48,000 residents of Frankston East, Karingal, Langwarrin,

Frankston South and Baxter gain direct access to Melbourne’s

metropolitan train service, eliminating 21,000 car trips per day

and boosting productivity by $150m per annum.






▪ Affordable land suitable for car parking is available at Baxter,

and MP Shire owns two additional vacant sites in Baxter,

freeing up parking in Frankston CBD for other users and

supporting city revitalisation programs worth $344m.

▪ Baxter Station would support a second ‘bus–train transit’

servicing the Peninsula including the densely populated suburbs

of Mt Eliza and Mornington. The diesel Stony Point train could

be reconfigured as a Baxter to Hastings sprinter service.


▪ Electrification and duplication of 8km of line to Baxter without

stabling would cost $551m. (Ref estimation grid.)

▪ Traffic management feeding into the stations will require

additional street modifications and traffic signalling of $54m.

▪ This extension increases the track length by approx 15%,

increasing operational costs, assuming all trains terminate here.

However, this would be offset by higher patronage revenue.

▪ MP Shire owns land around Baxter Station that may be useful for

park and ride or interchange facilities. Additional value-capture

land development is unlikely as MP Shire opposes release of

additional green wedge land at Baxter.

Background

Key issues


Baxter is a centrally accessible location in the north of the municipality that could serve as Mornington Peninsula Shire’s main transportation hub, although the shire is opposed to development in green wedge areas surrounding Baxter.

VicTrack’s 2012 rail network strategy identified Baxter as a future place for train stabling and maintenance facilities but this is also opposed by Mornington Peninsula Shire. The federal government has committed $225m for the electrification and duplication of the Frankston to Baxter line.

Duplicate and electrify 8.5km of track along the existing Stony Point rail corridor, past Monash Peninsula campus, Langwarrin and Baxter stations to new stabling and yards. This design could support a 5-minute service in each direction, if required.

Baxter Station and a new regional transit hub/commuter car park would be accessible from Peninsula Link via Golf Links Rd. It would directly service the Frankston South and Mt Eliza catchment. Traffic management would be a consideration along Sages Rd and Fulton Rd.

This extension potentially requires up to six crossing removals: Moorooduc Hwy, Clarendon St, Hillcrest Rd, Golf Links Rd Robinsons Rd and Baxter–Tooradin Rd (Ref estimation grid) and two crossing duplications at Playne St and Peninsula Link.

Long list idea 6: Frankston rail extension to Baxter Station (twin tracks with stabling)

Connects Baxter to metropolitan rail and provides Mornington Peninsula with interchange terminus

Proposed solution


▪ About 48,000 residents from Frankston to Baxter get direct access

to Melbourne’s metropolitan train service, eliminating 21,000 car

trips per day and boosting productivity by $150m per year.


4600* (one of the 15 busiest suburban stations in Melbourne). Six

times more staff and students to the north could ‘reverse



▪ Affordable land suitable for car parking is available at Baxter, and

MP Shire owns two additional vacant sites in Baxter, freeing up

parking in Frankston CBD for other users and supporting city

revitalisation programs worth $344m.


servicing the Peninsula including the densely populated suburbs

of Mt Eliza and Mornington. The diesel Stony Point train could

be reconfigured as a Baxter to Hastings sprinter service.

▪ New stabling and maintenance facilities provide network

services. PTV has not published the economic benefit of stabling.


▪ Electrification and duplication of 8km of line to Baxter would cost

$886m (Ref estimation grid).

▪ To manage road traffic feeding into the stations will require


▪ The extension increases the track length by approx 15%, which

would impact on operational costs, assuming all trains terminate

here. However this would be offset by higher patronage revenue

and improved maintenance capability.

▪ MP Shire owns land around Baxter Station that may be useful for

park and ride or interchange facilities. However, additional value-

capture development is unlikely as MP Shire opposes release

of additional green wedge land at Baxter.

Background

Key issues


Car dependency is also an issue for 165,000 Mornington Peninsula Shire residents. The shire’s major population centres on Port Phillip Bay are not connected to any rail network.

Despite this, the shire is opposed to developing Baxter into a major transport hub with large-scale parking and train stabling.

Recognising Mornington Peninsula Shire’s desire to retain Baxter as a rural village, electrify but don’t duplicate the first 8km of single trackalong the existing Stony Point rail corridor, past a Monash Peninsula campus station, new Langwarrin Station and ending at Baxter Station.

Electric trains on a single trackwould complete the Frankstonto Baxter round trip in approx 28 minutes, enabling only two trips per hour.

A single-track extension with up to two trips per hour would not meet the requirements for a regular rail service past Monash Peninsula and to Langwarrin Station, which would not become a major regional transit interchange hub connecting to the local bus network. Halving the number of trains servicing Baxter would create more congestion, as the passenger load (and vehicle drop-off or pick-up at the station) would not be spread over four trains an hour.

Long list idea 7: Frankston rail extension to Baxter Station (single track with sidings)

Single-track electrification to Baxter cannot achieve a 15-minute schedule so will bring

fewer socio-economic and transportation connectivity benefits

Proposed solution


▪ Approx 48,000 residents between Frankston and Baxter would

gain access to an electrified rail line but not

metropolitan-grade train frequency. This would dilute

expected socio-economic and transportation benefits.

▪ Existing Monash Peninsula shuttle bus operates on a 30-minute

schedule, so this rail extension proposal would not materially

improve public transport for staff and students coming into

Frankston’s health and education precinct.

▪ Commuters would benefit from additional parking at Langwarrin

but, on a 30-minute timetable, only two trains every hour

could pick-up and drop-off at this new Langwarrin Station.

▪ Optimising the local bus network to fully integrate with the train

network is unfeasible with a 30-minute rail service.

Bus layover times at Langwarrin and Baxter stations would be

greater than 15 minutes and would require additional bus

parking bays.

▪ The diesel Stony Point train could be reconfigured as a Baxter

to Hastings sprinter with a matching 30-minute schedule.

▪ Without building full stabling facilities, if required, some

stationary trains could be accommodated in rail sidings next to

the tracks between Langwarrin and Baxter stations.


▪ Single track of 8km to Baxter with some allowance for sidings

would cost $340m. (Ref estimation grid.)



▪ The extension increases the track length by approx 15%,

increasing operational costs, but fewer than 40 services per day

could operate on it.

Background

Key issues

36

Baxter single-track, lower-cost option, 30-minute service

$440m for single-track electrification to Baxter, three new stations, removing two arterial road

crossings; $206m for car parks, bus terminals, traffic improvements and shared paths

MonashUni

Bus network

optimisation


Transit-oriented

development

Cost: n/a

Improved city

express service

Cost: n/a


Monash to CBD

shared path

Cost: $9m

Moorooduc Hwy

crossing removal

and overpass

Cost: $150m

New Leawarra

Station

Cost: $30m

Single-track electrification

(max. 30-minute service)

Cost: $95m

McClelland Drive

sculpture trail

(missing linkage)

Cost: $3m

McClelland Dr

& Robinsons Rd

traffic works

Cost: $26m

New Langwarrin

Station

Cost: $30m

Sages Rd

& Fulton Rd

traffic works

Cost: $24m

New Baxter

Station

Cost: $25m

2000-space

park & ride

and overpass

Cost: $55m

Langwarrin

bus interchange

Cost: $10m

2000-space

multi-deck

park & ride*

Cost: $54m

Baxter

bus terminal*

Cost: $25m

NOTE: Service

frequency is capped at a

maximum of two trains

per hour. While this

option brings

metropolitan rail to the


(supported by

Committee for


but not MP Shire), the

reduced service

frequency (only once

every 30 minutes)

erodes the forecast

transportation, social

and economic benefits

between Frankston and

Langwarrin.

Golf Links Rd

crossing removal

Cost: $100m

Overnight

sidings

Cost: $10m

* Assumes Mornington

Peninsula Shire changes its

current policy and allows the

use of its Baxter land for car

parking and a second bus

interchange.37

The populous townships of Mornington and Mt Eliza are home to over 40% of commuters that use Frankston Station. The Baxter to Mornington line closed in 1981 and Mornington Station land and track upto Nepean Highway was later sold for commercial development. The original rail corridor from Narambi reserve to Moorooduc is now a bike trail with a heritage steam train running on Sundays.

Reinstate a passenger service on the Mornington line to provide metropolitan rail access to the populous suburbs of Frankston South, Mt Eliza and Mornington. Baxter to Mornington is an additional 12km of electrified and duplicated track.

This part of the Mornington Peninsula has the highest population density, whichwould justifying a metropolitan rail service, although this option has not been publicly proposed.

This extension requires up to eight major grade separationsor crossing removals – Watt Rd, Bungower Rd, Wooralla Drive, Moorooduc Hwy, Peninsula Link, Frankston–Flinders Rd, Sumner Rd and Baxter–Tooradin Rd.

.

Long list idea 8: Frankston rail extension to Mornington Station

Few studies have investigated reinstating rail services into Mt Eliza and Mornington

Proposed solution


▪ About 103,000 residents between Frankston and Mornington

would gain direct access to Melbourne’s metropolitan rail service,

eliminating 44,540 car trips per day and boosting productivity

by $325m per annum.



Approx eight times more staff and students could

commute to Frankston’s health and education precinct in

under an hour, supporting $111m in local economic activity.

▪ Affordable land suitable for car parking is available at

Langwarrin, Baxter and Mt Eliza, freeing up car parking in

Frankston CBD for other users and supporting city revitalisation

programs worth $344m.


servicing the southern Mornington Peninsula via Peninsula Link.

▪ The diesel Stony Point train could be reconfigured as a

Baxter to Hastings sprinter service.


▪ Electrification and duplication of 20km of train line from Baxter

to Mornington is likely to be $1.3bn. (Ref estimation grid.)


additional street modifications and traffic signalling of $75m+.

▪ Value-capture: further land development is feasible east

of the Mornington train line but is unlikely to proceed with

MP Shire opposed to the release of this green wedge land.

Spotlight may be amenable to another transit development.

▪ The extension increases track length by 30%, assuming all

trains terminate at Mornington, which would increase the line’s

operational costs. However, this would be materially offset by

significantly higher patronage revenue.

Background

Key issues


Hastings was designated a major population centre as part of plans for developing a deep-water container port. Today the town is a relatively disadvantaged area with few local employment opportunities. Hastings is MP Shire’s preferred location for train stabling and maintenance facilities to support the development of industrial employment opportunities and population growth.

Duplicate and electrify a further 14km of track from Baxter through Somerville and Tyabb to Hastings. (Rail line from Frankston to Hastings is 22km in total.)

This part of the Mornington Peninsula has a very low population density with Somerville’s population being 12,000, Tyabb 3600 and Hastings 10,400.

As the electrified metropolitan rail system is design to move 20–25,000 passengers per hour when running at peak, it is difficult to justify such a service in low-density areas.

A better public transport service would provide greater employment and study opportunities for socially disadvantaged communities in this region.

.

Long list idea 9: Frankston rail extension to Hastings Station

Current population density and economic activity does not justify metropolitan rail to Western Port

Proposed solution


▪ About 72,000 residents between Frankston and Hastings

gain direct access to Melbourne’s metropolitan train service.

However the service would have a relatively long journey time.






▪ Affordable land suitable for car parking is available at

Langwarrin, and MP Shire owns two additional vacant sites in

Baxter, freeing up car parking in Frankston CBD for other

users and supporting city revitalisation programs of $344m.


servicing the southern and Port Phillip Bay parts of the Peninsula.

▪ The diesel Stony Point train would be superseded.


▪ Electrification and duplication of 22km of train line to Hastings

is likely to cost $1.8 billion. (Ref estimation grid.)


additional street modifications and traffic signalling of $75m+.

▪ Additional value-capture land developments are possible in

Hastings but not Somerville or Tyabb as MP Shire is opposed

to release of green wedge land. Long journey times would

make Hastings a less-desirable housing development location.

▪ Extending the line to Hastings increases track length by over

50%, which would materially increase operational costs.

Background

Key issues


Infrastructure Australia* has recognised that governments must focus on outer suburban ‘interchange infrastructure’ connecting public transport services to boost usage.Frankston Station does not have a bus interchange terminus. Instead, buses travel into Frankston’s CBD, navigate through the congested Playne St roundabout and park at the Young St kerb. A $13 million streetscaping project, completed in 2018, has made Young St more attractive but has not increased the city’s capacity to handle more bus traffic. Additional remediation works were completed on Young St in late 2019.

Relocate Frankston bus terminal to the Fletcher St side of the station (Option 1 – preferred) or behind Chisholm TAFE (Option 2) as part of TAFE’s stage 3 development. Young St may still be required to accommodate direct north–south routes along Nepean Hwy.Buses would use the main access roads – Fletcher St overpass, Davey St and Frankston–Cranbourne Rd – thereby reducing CBD congestion and removing ‘wait time layovers’ in bus timetables. An undercover, staffed bus terminus would provide a more comfortable experience.

Most commuter parking at the rear of Frankston Station would need to be removed or converted to multi-deck (Idea 15) to accommodate an undercover interchange terminus.Recent Young St upgrades can accommodate 34 bus movements per hour during peak periods. To move as many as 6000 passengers per hour (as an alternative to the rail extension), a new interchange would have to permit up to 120 bus visits per hour.

Long list idea 10: Relocation of bus transit interchange

Relocating some buses away from Young St greatly improves the effectiveness of Frankston’s

existing bus system but is unlikely to adequately provide for all the region’s future demand

Proposed solution


▪ The benefit of relocating Frankston Station’s buses to an under-

cover terminus would grow patronage, with:

▪ Improved comfort, amenity and safety for bus patrons.

▪ Faster bus journey times as CBD congestion is bypassed.

▪ Buses no longer having to layover at the station to match

train arrivals; instead buses could operate a continuous,

high frequency cycle of drop-offs and pick-ups.

▪ Frankston’s CBD would benefit from a reduction in congestion

through the city centre. This would encourage more mixed-use

residential development and urban revitalisation.

▪ Davey St and Fletcher Rd would have significantly higher traffic

volumes, and likely move some of the existing congestion towards

these medium-size intersections. Pedestrian access is likely to

be impeded in the vicinity of PARC swim centre.

▪ However early modelling suggests even this location would not

support a 15-minute service on all existing routes and also

provision for new future routes from the Mornington Peninsula.

Additional train stations south of Frankston are essential to

provide an adequate bus network across the Mornington Peninsula.

▪ Assuming a rail extension enables rerouting and optimisation of

southeasterly bus routes (Idea 6), this proposal to relocate the

Frankston interchange away from Young St is needed to

accommodate future demand for Frankston-centred bus services.

Background

Key issues

* Infrastructure Australia reform paper: Outer Urban Public Transport, Oct 2018

Option 1

Option 2

Order of magnitude cost estimate▪ An undercover interchange at the rear of Frankston Station with

100 continuous bus movements per hour (taking the station’s

total capacity to 120) could cost $60m and require $35m in

traffic management modifications.

▪ A new interchange development could be included in the ground

floor of the proposed Frankston CBD multi-deck car park.

40

Beyond school bus routes, insufficient consideration has been

given to designing our regional public transport system. Bus

services (where they exist) run to 40-minute plus cycles,

meander slowly through low-density neighbourhoods, and all

terminate in Frankston’s CBD at Young Street. Consequently,

bus service patronage is low.

Electrification of a section of the Stony Point line is an

opportunity to rethink local bus routes. It is noted that advisers

have conflicting opinions about what bus optimisation

objectives should be prioritised.

• MP Shire has advocated for over a decade for more buses on

the six routes to and from the Peninsula, and for these routes

to pass via both Frankston Station/TAFE and Frankston

Hospital/Monash University*. With current bus movements

near Frankston Station capped at approx 35 per hour, this

strategy cannot be practicably accommodated.

• Frankston Council wants to retain Frankston’s CBD as a major

bus destination, but reduce congestion around Frankston

Station by eliminating bus layovers and modifying these

routes to run continuously, frequently and in both

directions through the CBD. This makes an undercover bus

interchange at Frankston Station even more important (Idea

10) so passengers are protected from harsh weather.

• Transport planners recommend an integrated transport

network** that optimises bus routes for greater efficiency and

higher bus frequency (theoretical gains of up to 225%) by

ending some bus routes at alternative interchange points,

say Langwarrin Station, away from the CBD and requiring

passengers to ‘swap modes’ of transport. However, multi-

leg trips may be less appealing to bus users.

Long list idea 11: Optimising existing bus network (rail extension backbone)

A rail extension will aid in the optimisation of our regional bus network and

increase the use of local public transport

Proposed solution


▪ Exactly how Frankston’s bus network should be reconfigured

requires further research and consultation to understand users’

different needs. A full bus route review is recommended to

devise an optimised bus network plan that works for everyone.

▪ Layover times can be eliminated by linking two existing bus

routes to create a continuous run through Frankston’s CBD with

buses arriving/departing the station in between regular trains,

increasing both the service frequency on each line and traffic

management capacity.

▪ Ideally, these new routes will both: reduce average trip time to

make bus travel more attractive to more users, and increase

operational efficiency of the network so that more-frequent

buses run on each line.

▪ While bus route optimisation for efficiency is attractive from an

infrastructure usage and service frequency perspective, this

generally requires a ‘trade-off’: either passengers have to ‘swap

modes of transport’ – increasing their wait times – or ‘walk

further’, which many patrons find unappealing.

There is not enough information currently available to evaluate

whether this type of network optimisation makes buses more or

less appealing to the majority of passengers.


▪ Bus route optimisation in Frankston is not achievable without

additional train station connectivity along the proposed rail

extension (Ideas 1–9) and a relocation of Frankston’s bus

interchange (Idea 10).

Background

Note: Insufficient data is

available to understand the

local behavioural impacts of

optimising the bus network

* Monash Peninsula Campus Access & Transport Connectivity Study, Hale 2018 ** Infrastructure Aust reform paper: Outer Urban Public Transport, Oct 2018 41

North of Frankston, recent positive changes have added east–west bus routes in the under-serviced suburbs of Langwarrin and Carrum Downs, and into the Carrum Downs/Dandenong South industrial employment precincts. The routes connect with the train network at Kananook, Seaford or Carrum stations, instead of Frankston Station.Bus routes south of Frankston Station have not materially changed in three decades. And there is an acknowledge lack of bus options throughout the Mornington Peninsula. PTV has not publically released its 2007 services demand study* completed prior to the opening of Peninsula Link freeway. MP Shire’s bus advocacy program** has prioritised more frequency on the 783 and 782 bus routes (from Hastings) and the overcrowded 788 bus (from Portsea), incorporating a new peak-hour service. This program has not considered Frankston’s capacity to accommodate any proposed new/more frequent buses services on the Peninsula.

Along with other improvements, many bus routes require additional services (particularly 788) to provide an acceptable level of service and to become genuine alternatives to driving.

A review of bus patronage would need to be done by PTV to determine which services require increased frequency and the congestion impacts around Young St.

To overcome our community’s behavioural resistance to bus usage, frequency on each route would need to be approx 10 to 20 minutes, and sequenced sensibly with the ‘turn up and go’ rail timetable. ‘Layover wait times’ and ‘bus delays’ caused by traffic congestion into and out of Young St (Frankston Station) would become unworkably worse, not better, without any other connectivity infrastructure improvements.

Long list idea 12: Increase bus frequency (adding extra services)

Adding buses alone is unlikely to trigger a behavioural change sufficient

to break the cycle of under-investment in regional public transport services

Proposed solution


• A universal 10- to 20-minute ‘buses everywhere’ strategy isdesigned to trigger a region-wide ‘mode shift’ away fromprivate vehicle usage. If achieved, without any adverse trafficmanagement side-effects in Frankston CBD, it would delivercomparable economic benefits to an extension of the Frankstontrain line ($334m). However, as yet, there are no examples ofthis strategy being successful in an outer Melbourne suburb.

• Alternatively, incremental bus services improvements on the most popular southern bus routes, like the 788, would create social benefits for vulnerable and elderly public transport users,and start progressively expanding the region’s bus coverage.

• A Monash study*** found that detouring bus routes from the east (771, 770, 789, 790, 791) and south (788, 779, 775, 887) via its campus would increase student access and boost patronage on each route. However, students crossing at Moorooduc Hwy would become more of a problem as existing pedestrian crossing infrastructure is poor.


▪ Average annual operating cost of a Melbourne bus route is

approximately $3m. A tripling of existing service on each bus

route from Frankston Station would cost $138m in additional

running costs per year. Practicably, this would also be

unachievable without relocating Frankston’s bus interchange

terminus (Idea 8) given physical traffic management constraints.

▪ Infrastructure Australia estimates the cost of setting up a new

rapid bus service is approx $35m per km, or $280m, say, from

Frankston to Baxter instead of a rail extension. However, this

bus service would be independent of both the metropolitan rail

service and local bus network.

▪ Small frequency improvements alone on the three routes MP

Shire has prioritised of, say, two extra peak hour buses in each

direction would cost approx $10m per year.

Background

Key issues

* Unreleased PTV MP bus demand study 2007 ** MP Shire advocacy pamphlets 2017–19 *** Monash Peninsula Campus Access & Transport Connectivity Study, Hale 2018

Note: Insufficient data is

available to understand the

local behavioural impacts of

optimising the bus network

Car parking user permits restrict who can access public parking spaces. In Frankston’s CBD, permits are already widely and, arguably, inefficiently used on an ad hoc daily basis.

Introduce a standardised – and vastly expanded – parking permit scheme* to deter weekday train commuters (43% of whom reside on the Mornington Peninsula) from parking in Frankston’s CBD on weekdays.

This would free up Frankston CBD car parking spaces for other community users (i.e. local workers, residents, students and shoppers) who would reinvigorate central Frankston and/or directly benefit the local economy and job base.

To avoid ‘relocating the problem’, a similar permit scheme would need to be replicated at every station along the Frankston train line.

Without adequate car parking supply, ‘someone will have to lose’. This approach to addressing CBD congestion would require Frankston Council and/or the State Government to ‘pick winners’ and make value judgements as to which segments will and won’t have access to convenient parking.

Patronage on the Frankston train line is likely to further decline as fewer commuters will be able to access stations.

Long list idea 13: Frankston CBD car parking user permits

Not an ‘equitable’ option. However, permits are an effective behavioral change tool to encourage

commuters to use alternative park and ride locations, and/or buses

Proposed solution


▪ Freeing up CBD car parking will make it ‘easier to do

business in Frankston’, representing an economic boost of

up to $344m for local businesses.

▪ Affordable, reserved parking in Frankston’s CBD for workers will

eliminate an employment barrier and boost jobs.

▪ Approx 2000 patrons, predominantly commuters, make

car-to-train connections at Frankston Station each weekday.

• If parking permits prevent these connections happening

in Frankston’s CBD and no alternative park and ride locations

are made available then it is expected that either:

• The M1–M3–Monash arterial road network into and out of

Melbourne would need to accommodate an additional

20,000 x 45-minute+ car trips per week OR

• This cohort of commuters would no longer continue working

in Melbourne, putting at risk $200m in household income

(or negative $320m in GRP).

▪ Assuming permit preference is given to Frankston residents at

Seaford and Kananook stations, the Mornington Peninsula

would be more adversely impacted by the subsequent flow-on

effect of reduced local household income. MP Shire does not

support restricting access to Frankston CBD and station car

parking for its commuters, although it acknowledges that some

‘parking management controls’ are necessary to deter commuters

from parking in Frankston over other ‘connection alternatives’.


▪ A new car parking permit scheme could be introduced by

Frankston Council (with appropriate approvals) for under

$2 million.

▪ The scheme could be structured to operate as revenue neutral

for Frankston Council.

Background

Key issues

* Revising Frankston’s approach to parking permits was an adopted action of the council’s Frankston Metropolitan Activity Centre parking precinct plan (2016) 43

Commuters are price sensitive to higher car parking costs. Where paid car parking has been introduced in Frankston (e.g. Vicinity’s Bayside shopping centre), overall parking demand has declined and this parking is then underutilised.

At $15 per day, the cost is comparable to Melbourne CBD early bird rates and represents over 10% of daily minimum wage.

Introduce high parking charges on all long-term parking spaces in Frankston’s CBD to discourage commuters*. To achieve this aim, price would need to be about $10–15 per day.

Lowering car parking prices in Frankston’s CBD will obviously encourage more commuter parking.However, as commuters’ wages are on average one-third higher than local worker wages, increasing the cost of car parking discourages local workers first.

In areas where all-day car parking costs are over $8 a day, Fringe Benefits Tax becomes payable on any ‘employer subsidisation’, driving up the cost of doing business in the CBD.

Long list idea 14: Increase (or decrease) CBD car parking prices

Value-destroying, unless commuters are provided with good parking alternatives

Proposed solution


▪ At these price points (and potentially FBT too), Frankston CBD

businesses are unlikely to see an economic benefit from

any additional car parking freed up by commuters.

▪ High parking costs for Frankston CBD workers are likely to

encourage more businesses to depart and further depress

the local economy.

▪ Under this policy, over half of Frankston CBD’s workforce would

spend more than 7.5% of their gross wage on car parking,

increasing barriers to employment. This additional cost also

impacts students attending Chisholm TAFE.

▪ Approx 2000 patrons, predominately commuters, make car-to-

train connections at Frankston Station each weekday. If these

commuters drive to Melbourne instead of using the train,

the M1–M3–Monash arterial road network into and out of

Melbourne would need to accommodate an additional

20,000 x 45-minute+ car trips per week and rail patronage

would continue to decline year-on-year.

▪ In short, neither increasing nor decreasing the price of all-day

parking near Frankston Station will free-up affordable spaces

for other users such as CBD workers, shoppers and residents,

unless suitable alternatives are provided to commuters.


▪ A new car parking pricing scheme could be introduced by

Frankston Council (with appropriate approvals) for under

$2 million.

▪ Such a permit scheme is likely to be revenue positive for

Frankston Council (36%), Public Transport Victoria (7%)

and Vicinity Bayside (57%), albeit to the severe detriment

of the local and regional economy.

Background

Key issues

* Parking pricing change was recommended in Frankston Station precinct strategy (2015) and was an adopted action of council’s FMAC parking precinct plan (2016)

57% of publicly available parking in Frankston's CBD is controlled by Vicinity Bayside.

Not a viable standalone option

Without good public transport

connectivity alternatives, policies to

manage parking demand via pricing

adjustment are ineffective.

At the end-of-line, Frankston Station is relied on by over 200,000 residents but has only 416 car parking spaces. Construction of a new Frankston Station multi-deck car park was first announced in 1975; 45 years later it remains unbuilt. During recent state and federal election campaigns, $42m was committed to fund more than 500 extra parking spaces ($17.5m State, 24.5m federal) . The Victorian government has undertaken scoping for the Frankston Station car park site.

Two potential sites have been put forward for construction of Frankston CBD’s multi-deck car park:

1. Frankston Station’s existing car park could be covered with a 3–4-storey multi-deck. 1000-plusall-day spaces would be made available free of charge.

2. Chisholm TAFE’s stage 2 development plan could include a 12-storey 1250-plus space commuter–student multi-deck. The semi-commercial venture would charge commuters/workers $4 a day and students $2.

A multi-deck car park in Frankston’s CBD is urgently required, but modelling indicates it would soon be oversubscribed, and must be incorporated into a broader strategy that would: 1) Provide alternative sites for train station access for residents of MP Shire, and 2) first allocate car parks to workers, shoppers and students to improve the CBD’s economic viability. With alternative park and rides at Langwarrin, the public benefits of a multi-deck in Frankston may need to be revisited.

Long list idea 15: Increase CBD parking stock (i.e. a multi-deck for commuters and students)

Frankston’s city centre must progressively transition towards public modes of transport but a

new multi-deck car park will introduce medium-term pricing competition

Proposed solution


▪ For a population comparable to Canberra (almost 400,000

residents), Frankston’s CBD is a major regional employment

and education/government services hub and an end-of-the-line

car park – two fundamentally irreconcilable functions.

▪ Today, Frankston’s existing car parking stock is:

– one-third lower than would be required under the planning

scheme in a ‘public transport-rich’ suburb such as Richmond.

– disproportionately (57%) controlled by a single, private

commercial operator.

– relatively expensive: some users pay 10% of minimum wage.

▪ Modelling suggests that providing sufficient car parking to

adequately meet the needs of all future users in Frankston CBD

is practically unfeasible. Sizeable infrastructure investments in

local public transport alternatives are essential and overdue.

▪ However, a new multi-deck is required to close the gap on

today’s shortfall in supply, and provide price competition.

▪ There is also an option to include an undercover bus interchange

terminus in any such multi-deck parking development.

▪ Chisholm TAFE has recognised that its Frankston campus

growth strategy beyond phase 1 will be constrained without

more student parking.


▪ State and federal funding commitments for multi-deck

car parks have allowed $70,000 per new space.

▪ Chisholm’s TAFE preliminary discussions have indicated

a multi-deck would cost $25,000 per space (but must replace

any at-grade parking that is removed) or $30m in total.

▪ Traffic management around either new multi-decks will require

additional road modifications and traffic signalling of $7m.

Background

Key issues

Option 1

Option 2

45

At the end-of-line, Frankston Station is relied on by over 200,000 residents but it has only 416 car parking spaces. It is unfeasible that the demand for commuter car parking can be adequately accommodated near Frankston Station (where land sells for $2000–3000 per m2).However, a line extension to Langwarrin (where land sells for $48 per m2) would facilitate the affordable construction of large-format park and ride car parks at this new station.

Of Frankston Station car parking users, 43% come from the Mornington Peninsula and 13% from Langwarrin area.

In Langwarrin, two sites could be developed for car parking and/or a bus terminal:1. The ex-Telstra depot at 620

McClelland Drive is 5ha of land zoned special purpose –public. Already asphalted, it will accommodate 1000 cars.

2. Bayside Christian College has 15ha of land surplus to needs, enough to hold more than 4000 cars. This green wedge site requires access over the train line.

Traffic management would be a consideration on McClelland Drive (option 1) and at Bayside College site (option 2).

The sites could potentially be acquired* or, alternatively, approached as a PPP joint venture. This would provide the college with a future income stream.

Long list idea 16: Langwarrin Station commuter park and ride

Affordable land is available for large-format car parking near the proposed Langwarrin station

Proposed solution


▪ This proposal boldly relocates up to 70% of Frankston’s

end-of-line commuter car parking pressure away from the

region’s economically valuable residential and commercial

areas to a purpose-planned park and ride in an isolated

corridor beside Peninsula Link freeway.

▪ These park and rides will enable Mornington Peninsula workers

(50% of whom leave the municipality for work each day) to have

access to metropolitan train services without coming into

Frankston. This is a major regional transportation benefit

supported by MP Shire, albeit that long-term the Peninsula

will need to implement parking strategies within the municipality.

▪ The Langwarrin Station site is also accessible from the

Frankston–Cranbourne Rd arterial. Developed correctly, the

site could incorporate an interchange servicing east–west bus

routes from the densely populated suburbs of Karingal and

Langwarrin.


▪ Land acquisition would be $40–80 per m2 (approx $12m).

At-grade car park construction is about $1500 per space or

$6m. Total cost for 4000 spaces – $18m.

▪ Traffic management around McClelland Drive will require

road modifications and traffic signalling of approx $20m.

• Subject to the preferred rail extension design (see Ideas 9–15),

an additional $40m level crossing into Site 2 may be required.

• Once established, park and rides require limited ongoing

maintenance and can be revenue positive.

Background

Key issues

* The Telstra site was sold in 2017 on the open market for $2.4m

Site 1

Site 2

Future

Station

Flora

reserveBayside

College

Rail

extension

46

At the end-of-line, Frankston Station is relied on by over 200,000 residents but has only 416 car parking spaces. It is unfeasible that the demand for commuter car parking (or even enough bus trips) can be adequately accommodated in Frankston Station’s vicinity. However, a rail line extension to Baxter would provide an additional site for affordable commuter parking and/or bus connections.

Of Frankston Station car parking users, 43% of trips originated on the Mornington Peninsula.

Mornington Peninsula Shire Council owns two parcels of surplus land (not green wedge) totalling 12,400 m2 abutting Baxter Station that could be utilised for transit-related public infrastructure such as car parking and/or a major bus–rail interchange terminal servicing the entire Mornington Peninsula.

Due consideration must be given to how such a development would impact on abutting commercial and residential precincts. Multi-deck parking is unlikely given the two-storey planning scheme limit in Baxter.

Traffic management would be a consideration around the shopping centre and along Baxter–Tooradin Rd, Thomas St and Fulton Rd. This development opportunity could be potentially approached as a local government joint venture.

Long list idea 17: Baxter Station commuter park and ride

Mornington Peninsula Shire does not support transit-oriented development in Baxter

Proposed solution


▪ Baxter is centrally located at the northern end of the

Mornington Peninsula. It is accessible from the south by road

via Peninsula Link freeway and from the east or west via

Sages Rd and Baxter–Tooradin Rd.

▪ Baxter is the junction of the existing Frankston to Stony Point

line and the disused line to Mornington (closed 1981).

▪ This proposal provides Mornington Peninsula Shire with its own

access to Melbourne’s metropolitan rail network. It would halve

the population reliant on Frankston Station for rail access.

This proposal is NOT supported by MP Shire.

▪ Mornington Peninsula Shire has not indicated its support for

the development of a park and ride at Baxter. It is likely that

such transit-oriented development would materially change

the form of Baxter land usage and village amenity.

This change in land use is opposed by MP Shire Council.


▪ MP Shire owns land around Baxter Station that could be useful

for park and ride or interchange facilities. However, the shire’s

current position is to sell the land for residential development.

▪ A multi-deck car park on this site would cost $54m to construct

including land acquisition. A bus interchange would cost $25m.

▪ Traffic management around Baxter would require road

modifications and traffic signalling costing approx $34m.

▪ Once established, park and rides require limited ongoing

maintenance and can be revenue positive.

Background

Key issues Shopping

centre

MPSC

Site 2

MPSC

Site 1

Baxter

Station

47

Spotlight Property Group owns vacant land zoned commercial on the Stony Point line, opposite Monash’s campus. The site is accessible from both Moorooduc Hwy (via Gertrude St) and Frankston–Cranbourne Rd (via Deane St). SPG intends to develop the land, proposing a Transit-orientated retail / commercial / residential development (TOD) integrated with public infrastructure including a metropolitan-standard ‘Leawarra Station’, commuter car parking and bus interchange.

As part of electrification of the Frankston train line to Langwarrin or Baxter, SPG negotiates a PPP agreement to incorporate public transit infrastructure* as part of the site development.

For instance, up to 2000 below-ground, publicly available commuter car spaces could be privately funded (assuming appropriate risk underwriting) and integrated within the TOD in conjunction with build-to-rent accommodation, community service-focused office and conference facilities.

This development meets the strategic objective of increasing urban densification around metropolitan train stations, providing housing diversification, and improving access to community services. Due consideration must be given to the impact this will have on Frankston’s CBD, the health and education precinct, and adjacent neighbourhoods. There are contrary perspectives as to whether, combined with Karingal Hub’s current expansion, the development would take people from Frankston’s CBD and further weaken its viability as a retail precinct.

Long list idea 18: Leawarra park and ride (private joint venture – Spotlight)

Additional commuter parking could be provided privately near Monash

Peninsula campus…

Proposed solution


▪ Overseas best practice**, in places like Japan and Europe, is

to reduce capital costs of large-scale public transport

infrastructure improvements via urban renewal PPPs.

▪ In Adelaide, a TOD in Bedford Park proposes a similar PPP

to integrate health, education, residential and commercial uses

within an active health and education precinct, and in conjunction

with rail and public transport infrastructure.

▪ The SPG proposal materially increases availability of commuter

parking spaces at this end of the Frankston line. The spaces

would be readily accessible to 20,000 households in Karingal,

Frankston and Mt Eliza.

▪ The proponent has estimated the TOD could generate $700m

to $1.1bn in additional indirect economic benefit, including

improved community services, rail/bus access and patronage,

job creation (2600 during construction and 1200 ongoing) and

third party private sector investment.


▪ Not applicable. Public private partnership.

▪ The Spotlight transit-oriented proposal is subject to an extension

of the Frankston train line and full station/crossing integration.

▪ Traffic management has not yet been assessed.

Background

Key issues

* Conceptual plans supplied by Spotlight Group, Oct 2019 ** Prosper Australia, Investigation of international value capture policies, Sep 2019

NOTE: Frankston Council cannot support a

specific development proposal. Council as

the Planning Authority requires a planning

application with full details for consideration.

48

Long list idea 18: Leawarra park and ride (Private joint venture – Spotlight)

…however, following the advisory committee’s discussion, this option was one of the most contentious in

the report. Further information is required to make an accurate evaluation

Spotlight Property Group (SPG) owns a vacant parcel of commercially

zoned land on the Stony Point line opposite Monash University Peninsula

campus (near existing Leawarra Station). SPG intends to redevelop the

land and is proposing a ‘transit-oriented’ retail, commercial and

residential development (TOD) integrated with the new Leawarra

Station.

What a public private partnership agreement (PPP) on this site would

look like is yet to be negotiated, and no planning or development

proposal has been put forward. However, there may be an opportunity to

include more public infrastructure (such as 1500-plus commuter car

parking spaces and/or a bus interchange) if the site can accommodate

such transport infrastructure and the associated traffic impacts. A traffic

management report is yet to be undertaken. Cost: The cost of this

additional public infrastructure may be picked up in part, or full,

by the developer rather than the public purse.

Most members of the advisory committee recognise the complementary

nature of Spotlight’s proposed TOD to improvements in Frankston Public

Transport Connectivity, and the additional private investment and

services it would bring to Frankston (including 1500+ car parks,

affordable housing and an office development). However, the TOD

proposal has wider strategic planning implications (especially for

Frankston City Council as the statutory authority for planning) as the

project has the potential to irretrievably damage the viability of

Frankston’s already severely impaired CBD.

As such, the proposal generated varying responses from the advisers.

These are broadly summarised as:

• Frankston Council – insufficient information available to assess

proposal. There is no detail on the full development proposed. Council

is unable to support a development proposal for which an application

has yet to be received. Council is particularly concerned about the

traffic impacts of the proposed Leawarra park and ride on the

surrounding road network. 49

• Monash University – a development potentially complementing

campus master plans. Includes public infrastructure (parking, rail

connections) and lifestyle services (dining, retail, accommodation) that

would be attractive to students. Monash is interested in further

discussions.

• Federal Government – a TOD, in conjunction with an extension of the

Frankston train line, would be a unique value-capture opportunity that

would bring significant private investment to Frankston.

• Committee for Greater Frankston – this development opportunity

needs to be managed carefully to integrate it with a holistic vision for

our city. At a minimum, the TOD must be:

1. Positioned as a ‘true’ transit-oriented urban development – not

another satellite retail shopping centre. This will require at least a 15-

minute frequency train service in each direction and, ideally, timetable

integration with express trains.

2. Connected to Frankston CBD/station and beach by a high-quality,

well-lit and safe pedestrian–cycling path via Frankston Hospital.

3. Counterbalanced by streetscape revitalisation works in Nepean

Highway precinct from Fletcher Road to Davey Street.

4. Conditional on Frankston Council completing visioning

and implementing the structure plans for high-density residential

development in Frankston’s CBD.

5. Cognisant of the amenity and traffic management impacts it will

have on Monash University and the adjoining neighbourhood.

Further information is required.

Advisers recognised they had insufficient detail to adequately evaluate

the proposal’s strategic planning and transport merits. That is usually the

role of local council planners and traffic experts.

However, no town planning development application has yet been

submitted to trigger these evaluations. These investigations need to be

undertaken before decisions to support or oppose Leawarra Station

commuter parking are finalised.

The Frankston Station to Baxter cycling trail follows the existing Stony Point line, past Jubilee Park and crosses Peninsula Link cycling trail near the proposed Langwarrin Station. These two cycling trails are often used for leisure trips but rarely for access to Frankston’s CBD or Monash’s Peninsula campus.The start of the Frankston cycling trail, behind Frankston Station near Playne St, is difficult to access and sits below road level, impairing its safety. The trail does not have a pedestrian intersection at busy Moorooduc Hwy.

Raise the first 1.2km of the Frankston to Baxter trail to road level – along Hastings Rd – creating a safe and accessible path linked to Frankston CBD, Chisholm TAFE, Frankston Hospital, and Monash Peninsula.

Pedestrian intersections at Playne St and Moorooduc Hwy would require major upgrades (ideally in conjunction with level crossing removals).

Similarly, linking these two existing cycling trails between McClelland Gallery (pictured), Cruden Farm and the proposed Langwarrin Station would create an integrated cycling–pedestrian network. Langwarrin Station could be activated as an ‘art station’ with rental bikes and a ‘tourist sculpture walk’.

Long list idea 19: Pedestrian–cycle access paths: CBD, Monash Uni linked to Baxter Trail

Formalisation of the pedestrian–cycle link between Monash’s campus and Frankston CBD is

complementary to any project that improves Frankston’s public transport connectivity

Proposed solution


• Significant investments have already been made in our region’s cycling and pedestrian trail network, but it is largely configuredfor recreational use. With minimal investment, these recreational trails could be incorporated into an integrated passive transport network to service the three stations on the rail extension.

• This solution would formalise the 1km link from Monash to Frankston Hospital and on to Frankston’s CBD, encouraging 4200 health staff and 4500 students to flow seamless between Frankston’s health precinct, activity areas and the beach.

• Internationally famous McClelland Sculpture Park – our region’s premier arts and cultural institution – has 165,000 visitors eachyear. Connecting Frankston’s existing cultural assets with a sculpture trail to an ‘art-inspired’ train station would attract a wider pool of visitors and further its global tourism reputation.

• Complementing public transport improvements with quality passive transport infrastructure – like separated paths and trails – amplifies the social benefits and reduces the region’s overall reliance on car transportation as urban densification progresses. Cycling and pedestrian trips increased during COVID-19.


▪ VicRoads has already allocated $800K to Frankston Council toaesthetically improve pedestrian–cycling connectivity and safetybetween Monash Peninsula campus and Frankston’s CBD.However, with lighting and CTV this could cost approx $12m.

▪ Additional funding would be required for major pedestrian intersection upgrades at Playne St and Moorooduc Hwy.However, pedestrian access could be incorporated into ‘Monash Station’ and level crossing removal works on the Frankston railextension without additional cost.

▪ The ‘Langwarrin art station’, sculpture walk and links with the twoexisting cycling trails could be incorporated into the rail extensiondesign and station budget. McClelland is interested in a tourismand cultural partnership at Langwarrin Station, similar to thePeninsula Link freeway sculpture commission.

Background

McClelland

Langwarrin

Station

Frankston

Monash

50

The Port Phillip Bay Trail currently ends at Seaford. There is a long-running debate as to how best to link this popular bike path further south and, critically, bringing it to and through Frankston.

Frankston’s foreshore is a well-frequented recreational area and access way. A 1.5km boardwalk (pictured) runs fromthe base of Olivers Hill to the edge of Frankston’s CBD, but not into it.

After Peninsula Link freeway opened in 2013, VicRoads recommended the stretch of Nepean Hwy within Frankston’s CBD revert from a ‘major traffic arterial’ to a ‘community place’ as part of an urban renewal project and linking the “round the bay” bike trail.

Reconfigure Nepean Hwy traffic flow through Frankston’s CBD by closing at least two lanes of traffic to allow:• Angled instead of parallel street parking.• Wider footpaths and dedicated cycling lanes.• Reduction of speed limit to 40km/h to reactivate a neglected

streetscape and attract cafes and restaurants.

Nepean Hwy would become a sunnier, more open ‘community gateway’ into Frankston CBD. It would create a safer and more inviting city entrance for pedestrians, as well as thousands of weekend cyclist, to linger for a coffee and food in the CBD.

Street scaping along Nepean Hwy would remove the ‘hard psychological barriers’ between the car-centric Frankston CBD and the adjoining, people-oriented Frankston foreshore. The Nepean Hwy space could be activated for both day and night community events.

Some debate lingers as to whether the ‘Bay bike trail’ caters to the needs of quasi professional cyclist verses recreational riders .

Long list idea 20: Pedestrian–cycle access paths: Nepean Hwy and surrounds

Frankston is the ‘missing link’ in the round-the-bay bike trail. Getting people to walk and ride to and

through Frankston’s CBD is a first step to urban renewal and reduced car dependency

Proposed solution


• The 2013 proposal, while generally seen favourably by the community, lacked context as to how it linked to the citywide transportation strategy. With improvements in Frankston public transport connectivity, brought about by the proposed Frankston rail extension, this streetscape initiative complements the city’s transition towards active transportation.

• Importantly, a new path would extend the Port Phillip Bay Trail from Seaford, where it currently terminates, south past Frankston.

• Attractive pedestrian links that encourage CBD visitors to ‘walk a little further’ would allow beachside car parking (which is underutilised during weekday office hours) to be accessed byCBD users, and vice versa for city parking on weekends.

• A community-friendly streetscape along Nepean Hwy wouldfacilitate engagement with owners of vacant and degraded properties in the area, many of which are used by squatters.Reactivation of these office frontages would have an economic value of $100m. Consideration should be given to which sites should be revitalised, redeveloped or demolished.

• Nepean Hwy pedestrian–cycle trail (north–south) can be readily integrated into the Frankston to Baxter bike trail (west–east) between the foreshore and Monash Peninsula. Cycling and pedestrian trips increased during COVID-19.


• The cost of closing Nepean Hwy was estimated at approx $1m.

Complementary streetscaping works are estimated at $10m.

▪ Traffic management changes associated with diverting southerly

traffic along Davey St are not well understood and require further

investigations.

▪ The Frankston Revitalisation Board may be well placed to lead

this renewal project. Property owners along Nepean highway

should be encouraged to complement any streetscaping renewal

works by upgrading their shop and office facades.

Background

Key issues

51

To improve the city’s vibrancy and liveability, Frankston Council aims to encourage more high-density, mixed-use residential development within the CBD. Between 2011 and 2031, the council wants the number of dwellings to double and a population of over 6500 in the CBD. This will require fewer cars on CBD streets and more sustainable modes of transport to move residents around.

The 2005 TAFE to Bay plan* proposed reconfiguring Frankston CBD streets and laneways with an emphasis on pedestrian access.

This strategy also proposed 400m maximum public transport coverage provided by a ‘free’, four-stop, 3km loop in Frankston’s CBD (similar to the ‘road tram’ concept being investigated at Geelong).

Frankston pedestrian journeys are predominately into and out of the middle of the CBD rather than around the periphery.

A new loop service would not materially ‘shorten an average journey time’ through the CBD or link the CBD and TAFE college with Frankston Hospital or Monash University.

Frankston’s traffic congestion and ‘overcrowded streetscapes’ are caused by motorists coming into the CBD to park rather than residents or workers navigating around the CBD, per se. This pressure will remain unless a more regional public transport strategy is implemented.

Young St congestion would be worse under this proposal.

Long list idea 21: Frankston CBD circuit loop

Frankston’s CBD may require an orbital bus/tram loop when more people reside there.

However such a service does not materially improve Frankston’s public transport connectivity

Proposed solution


• The CBD loop proposal does not address Frankston’s core public transport connectivity issues, which relate more to people trying to gain access to the CBD rather than move around it.

• While the concept of a ‘city loop bus route’ would improve public transport coverage throughout the CBD, it is not clear what existing destination points would be better connected by such a service (see map) and nor, given the relatively short distances, why it would be preferable to walking through the CBD.

• A higher-density residential population in Frankston CBD may eventually increase the demand for a city loop service, andshould be considered as a future option.This may be linked to future residential developments that propose reducing car parking spots, although it should be noted that Frankston’s car parking contribution offset scheme has had limited take-up.

• Similar to the existing Monash campus bus shuttle services, a Frankston CBD loop service could be privately implemented by Frankston Council rather than integrated with the state public transport network.

• Trackless trams carry 3 times the passenger load of a comparable bus service making them better suited to high congestion areas, like outer suburban cities.


• A ‘trackless tram’ service could be established for approx

$5m per kilometre. So a Frankston CBD loop would cost

approx $15m including dedicated stops.

• Each trackless tram cost $4m.

• Operational costs of running a city circuit tram/bus route are

traditionally offset by surcharges, levees or fees on city car

parking developments. Alternatively trackless trans can also be

incorporated into the paid public transport network.

Background

Key issues

* 2005 Frankston TAFE to Bay Structure Plan 52

While promoted as a metropolitan train, service levels on the Stony Point line are extremely inconvenient and unreliable.Consequently people just don’t use it.

Stony Point train are infrequent with up to two-hour waits between trains. Only five trains per day can plausibly be considered ‘links to and from work’. The line is Melbourne’s least reliable metropolitan line* with one in 20 trains cancelled. Langwarrin, the most densely populated suburb on the line, has no train station.

Frequency of trains between Frankston and Hastings is limited because you can't run more than one train on the single track. An extension to the Frankston line ‘shortens’ the single track distance by up to 8km enabling a faster, more regular ‘sprinter service’ between Hastings and Langwarrin or Baxter.

For instance, Hastings to Baxter becomes a 14-minute journey, enabling a round trip every half hour. A Hastings to Langwarrin service would have a 45 minute round trip.

Consideration should be given to integrating the Stony Point line timetable with the Phillip Island ferry schedule.

Higher patronage on the Stony Point line would justify operational improvements such as training more diesel train drivers, which would improve service reliability and build a favourable investment cycle.

An alternative suggestion is to operate the diesel service as an hourly sprinter from Mornington to Hastings via Baxter. However, this would require reopening the currently disused Mornington line that crosses Moorooduc Hwy.

Long list idea 22: Revised train timetable on Stony Point line

Extending the Frankston line allows the Stony Point diesel service to run as a ‘Hastings sprinter’

Proposed solution


• A sprinter timetable on Stony Point line would break the cycle of historic underinvestment – caused by poor reliability, infrequent service and consequent low patronage – that currently hampersthe service, at no additional operational cost.The Stony Point line would retain an interconnecting service to Melbourne’s CBD, and gain a more regular 30-minute access to Frankston’s CBD and hospital precinct, assuming a 15-minute timetable operates on the proposed rail extension.

• Hastings and Crib Point communities are economically isolatedand relatively socially disadvantaged. Improvement in publictransport options for these towns would assist current strategiesto improve their employment, education and health outcomes.

• The Mornington Peninsula lacks east–west** public transport options. Existing buses and trains use Frankston Station as the connection hub (adding up to 30km to an average trip).

Leveraging Langwarrin (or better still Baxter) as the bus-to-train connection hub would bypass Frankston, opening up both sideof the Mornington Peninsula for both residents and…

• …increasingly tourists who would gain access to Phillip Islandvia the interconnecting ferry service. Patronage on the Phillip Island ferry is projected to more than double from 65,000 trips per year to almost 150,000 trips, with a Stony Point sprinter.

Strategically, the arc of the sprinter service could eventually be expanded to reactivate the disused Mornington line.

Note: MP Shire does not support Baxter becoming a major east–west transit interchange.


▪ Not applicable. Sidings or some track infrastructure would need

to be incorporate into the design of the Langwarrin/Baxter station.

▪ Increasing the hours of operation by adding evening and more

weekend services could also be considered.

Background

Key issues

* PTV 12-mth rolling average Track Record – only 95% of Stony Point trains ‘delivered’ compared to network average of 99%. ** MP Shire bus pamphlets 2017–19. 53

Train stations between Frankston and Aspendale had a critical 44% drop in passengers between 2008 and 2017 caused by poor connectivity at these stations and a decrease in road travelling times relative to rail.

An extension to the Frankston train line would greatly improve Frankston’s public transport connectivity. However, it also could potentially make trips longer for some commuters.

Fill the outer suburban trains and then run them fast.Improve the quality and frequency of peak-hour express services on the Frankston line by incorporating the new stations on the proposed rail extension in this service. Commuters can more easily connect with a train from our region directly to Melbourne.

On the Frankston line, a Carrum to Melbourne express service is feasible utilising both the existing third track to Cheltenham and smarter timetabling, provided the service can be accommodated in the new Metro Tunnel.

Peak hour express timetabling incentivises ‘outer suburban’ commuters to use trains rather than cars to reach Melbourne by linking them to parking at dedicated park and rides like Langwarrin or Baxter.

The Commonwealth has allocated $1m for a business case to undertake these investigations. Timetabling revision must be appropriately negotiated with Metro Trains.

Long list idea 23: Revised express train timetable for Frankston to Melbourne

Express timetabling and additional station car parking is required to reverse

the recent 44% decline in commuter patronage on the Frankston train line

Proposed solution


• Faster express timetabling plus more car parking makes catching trains far more attractive for outer suburban commuters and will reverse the recent decline in rail patronageand eliminate 39,000 car trips per week.

• Fast express services allow workers in Melbourne’s affordable outer suburbs to access a wider range of employment choices,increasing average incomes and reducing the economic vulnerability of these regions.

• Faster train trips from Frankston to Melbourne will encourage developers to pursue mixed-use brownfield developments in Frankston’s CBD, better utilising existing social infra-structure like good schools and hospitals, and unlockingadditional private economic investment in residential housing.


▪ This proposal is a policy change that leverages existing

infrastructure on the Frankston line, and rail projects that are

already underway, to reinstate quality express services that

maximise outer suburban patronage. It relies on the following

initiatives:

▪ Signal upgrades on the existing third track.

▪ Level crossing removals, which will speed up journey times

and allow more trains per hour.

▪ The Melbourne Metro Tunnel, which will remove the capacity

bottleneck between Richmond and Flinders Street stations.

▪ The Suburban Rail Loop connection at Cheltenham.

▪ Additional car parking, which can be created along the

Frankston rail extension.

Background

Key issues

* PTV Weekly train trip initiative from outer suburban stations on the Frankston train line 2008–2017.

NOTE: The Federal Government

budgeted $1m for this business case

in 2016, but the Victorian Government

is yet to agree to undertake the work.

54

Contents

Introduction & Methodology



Recommendations


Advisor submissions

Committee for Mornington Peninsula: Accompanying position statement

56

Peta Murphy MP, Federal Member for Dunkley: Accompanying letter

57

Paul Edbrooke MP, State Member for Frankston: Accompanying letter

Senator David Van, Member for Victoria: Accompanying letter

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